CN111836768A - Mixed loading and conveying method and mixed loading terminal - Google Patents

Abstract

For example, if a hydraulically operated machine for transporting a smell and underwear, vegetables, or the like, which easily absorbs a smell, are mixed in a closed space for a long time, there is a risk that the smell of oil may be transferred. Therefore, the present embodiment provides a mixed loading and conveying method capable of ensuring a conveying environment matching the characteristics of the mixed loaded cargos. In addition, without being limited thereto, a reloading environment suitable for the cargo may be provided. In the mixed loading and conveying method according to the present embodiment, the medium (radioactive substance, fine particles, microorganism, or the like) of odor, heat, and minute movable body is easily transferred to another cargo (the cargo is easily released) and the cargo which is easily moved is separated from the conveying area (vehicle, train, or the like). Among them, an easily transferable goods variety (easily transferable goods variety) and an easily transferable goods variety (highly sensitive goods variety) are set in advance for each mixed loading discrimination item. Then, a good for the variety is extracted for all the goods (including the lot thereof) of the mixed loading object. Among the extracted loads (including the batch of the loads), the loads (batches) corresponding to the easily-transferred load types in the same mix determination item and the loads (batches) corresponding to the highly sensitive load types are separately arranged in the conveying areas of the other conveying units and conveyed. In addition, in the terminal or the cargo yard, the screening/distribution of the transport area is performed for each cargo (for each lot) by using the transport area setting information based on the determination result.

Description

Mixed loading and conveying method and mixed loading terminal

Technical Field

Embodiments of the present invention relate to a method of conveying a plurality of loads in a mixed manner in a predetermined conveying area. The present invention also relates to a mixing terminal used for mixing a plurality of loads.

Background

For example, when a plurality of loads are transported by a transportation unit such as a ship, a vehicle (e.g., a truck or a train), or an airplane, the plurality of loads can be transported efficiently by mixing them in a transportation area (e.g., a container) of the transportation unit. Here, when the mixed transportation is performed over a long distance, a plurality of loads are kept in the same transportation environment for a long time. Therefore, particularly in long-distance transportation, a transportation environment at the time of mixing becomes important.

In addition, in the case of transporting fresh food over a long distance, a freezer car is often used. Further, when the food is transported in a frozen storage environment, the corrosion of the fresh food can be prevented. Thus, a mixed loading and conveying method matching the characteristics of the cargo has been studied.

Further, a cargo yard or a terminal for reloading cargos may be used at a start position or an end position of the mixed loading and conveying. In order to efficiently reload the cargo, the internal structure of a cargo yard or a terminal has been studied.

Documents of the prior art

Patent document

Patent document 1; japanese patent No. 5973837

Disclosure of Invention

Technical problem to be solved by the invention

In the mixed loading and conveying method described in patent document 1, heavy loads and light loads are mixed in the same delivery truck based on a database. By this method, efficient mixed loading and conveying can be performed

However, in the above method, it is difficult to provide a transportation environment suitable for the characteristics of the mixed loads. For example, a case is considered in which an alicyclic odor industrial machine, which is a heavy load (e.g., a hydraulically-driven movable machine), and underwear, vegetables, etc., which are light loads and easily absorb odor, are mixed. In the case of long-distance mixed transportation, the two are kept in a closed space for a long time, and therefore, there is a risk that the odor of oil is transferred to a heavy load.

Therefore, the present embodiment aims to provide a mixed loading and conveying method that ensures a conveying environment that matches the characteristics of the mixed loads (or the characteristics of the loads in the same batch).

In addition, in the present embodiment, it is also possible to provide an in-terminal structure or a cargo yard structure that can secure a reloading environment suitable for the loads (or lots) of the mixed loading and conveying method.

Means for solving the problems

The mixed loading and conveying method according to the present embodiment separates the conveying area (container) between the easily-transferred cargo and the highly sensitive cargo related to at least one of the predetermined characteristics (or attributes), states, and the minute movable body medium. Alternatively, the conveying area (container) is separated between batches comprising easy out-turning goods and batches comprising highly sensitive goods.

Before the mixed loading and conveying, whether or not the mixed loading is possible may be determined in advance for each cargo item (or each cargo item included in the same batch), and the conveying area may be set (the conveying means may be assigned).

Further, the sorting and distribution of the conveyance area may be performed for each cargo (or each lot) in the terminal or the cargo yard by using the conveyance area setting information based on the determination result of the mix availability for each cargo type (or each lot including the cargo type).

Drawings

Fig. 1 is a diagram showing an example of the relationship between a conveyance area, a conveyance environment, and a load.

Fig. 2 is a diagram showing another example of a mixed loading and conveying scenario.

Fig. 3 is a diagram illustrating differences between the vehicle group and the vehicle train in the present embodiment.

Fig. 4 is an explanatory diagram of a procedure for determining whether or not to mix in a batch unit (or a cargo unit) and distributing the mixture to an appropriate transport unit.

Fig. 5 is a diagram showing an example of a mix determination item list used in the system according to the present embodiment.

Fig. 6 is a diagram showing an example of a relationship between combinations of easy-to-carry-out goods and highly sensitive goods registered in the mix determination item, which can be mixed.

Fig. 7 is an explanatory diagram showing an example of a vehicle combination calculation method in a mixed vehicle train.

Fig. 8 is an explanatory diagram showing a basic embodiment of the present embodiment.

Fig. 9 is an explanatory diagram showing an example of the relationship between the travel route and the required driver in the present embodiment.

Fig. 10 is an explanatory diagram of an example of infrastructure content that can be provided in the system according to the present embodiment.

Fig. 11 is an explanatory diagram of a method capable of inexpensively conveying while maintaining an optimum conveying environment.

Fig. 12 is an explanatory view of a method capable of performing long-distance conveyance while maintaining an optimum conveyance environment.

Fig. 13 is an explanatory diagram of an example of a vehicle group running system in the present embodiment.

Fig. 14 shows an example of a cooperative traveling vehicle used in the own vehicle group travel system.

Fig. 15 shows an example of the process from the end user's goods delivery request to delivery of a receipt.

Fig. 16 is an explanatory diagram relating to an example of the configuration in the IC tag with a wireless communication function.

Fig. 17 is an explanatory diagram of a route from cargo pickup to trunk transportation.

Fig. 18A is an explanatory diagram (first diagram) of a processing method in a case where an end user directly brings in goods together with a handwritten delivery sheet.

Fig. 18B is an explanatory diagram (second diagram) of the processing method in the case where the end user directly brings in the goods together with the handwritten delivery sheet.

Fig. 19A is an explanatory view (first diagram) of a processing method in a case where there is a designation of an arrival date and time of the shipment in the handwritten delivery document substituted by the end user together with the shipment.

Fig. 19B is an explanatory view (second diagram) of a processing method in a case where there is a designation of the arrival date and time of the shipment in the handwritten delivery document substituted by the end user together with the shipment.

Fig. 20A is a first diagram showing a processing method of the goods collection service included on the Web.

Fig. 20B is a first diagram showing a processing method of the goods collection service included onto the Web.

Fig. 21 is a diagram for explaining the number of main vehicles based on the transportation cargo information and the necessary driver indexing method performed in the server of the vehicle operation management company.

Fig. 22 is an explanatory diagram of an example of a simulation method of the amount of transported goods (total weight, total volume) between each terminal before the mix determination and the calculation of the combination capable of mix.

Fig. 23 is an explanatory diagram of a tentative scheduled vehicle scenario display method after the mix determination and the mix-able combination calculation.

Fig. 24 is an explanatory diagram of an example of the configuration in the terminal in the system according to the present embodiment.

Fig. 25 is an explanatory diagram of an example of the arrangement in the building for reloading cargos installed in the terminal.

Fig. 26 shows an example of the structure of the periphery of the loading deck of the train vehicle for facilitating the reloading of the contents.

Fig. 27 shows an example of a transportation history check list for each cargo (or each lot).

Fig. 28 is an explanatory diagram of an example of the operation history data of the group vehicle.

Fig. 29 is an explanatory diagram of a detailed example of the inside of the operation management data of the group vehicle.

Detailed Description

Hereinafter, a method (embodiment) of preventing the movement of the cargo (or the lot) across a predetermined characteristic, an attribute, or a minute movable body in the mixed transportation performed by arranging a plurality of cargos (or a plurality of lots) in a predetermined transportation area (container) will be described.

Terms used in the following description are defined with reference to fig. 1 to 3. As shown in fig. 1, a mechanism having a conveying area (container) 212 and capable of moving by its own force is referred to as a conveying unit (conveying vehicle) 210. The conveying unit (conveying vehicle) 210 includes a bicycle to a motorcycle, a passenger car, a bus, a truck, a special vehicle, or the like. The special vehicle may include military vehicles such as military trucks and war vehicles, and emergency vehicles such as patrol cars, ambulances, and fire engines. Therefore, a mechanism that moves by an external force such as a car, a bucket, and a cart is excluded from the objects of the conveying unit (conveying vehicle) 210.

The transportation is performed in a form in which a cargo 216, a lot 218, or an organism such as an animal or plant is placed (or held) in a transportation area (container) 212 of the transportation unit (transportation vehicle) 210.

Here, the smallest dividable unit of the object reloadable into or out of the transport area (container) 212 is referred to as a load 216. In addition, the predetermined packaging unit may be referred to as a package 216.

On the other hand, an aggregate of 1 or more cargos 217 is referred to as a lot 218. Further, (at least a part of) the conveyance path a202 (described later in fig. 3) often coincides with each other among a plurality of loads 217 constituting the same batch 218. That is, at least a part of the plurality of cargos 217 constituting the same lot 218 has the pickup destination and the delivery destination.

However, the processing unit of (1 or more) cargoes handled by the same (transport) carrier at the time of transport may be defined as the lot 218. Alternatively, the lot 218 may be defined as a general term of (1 or more) goods handled by the same (transport) carrier at the time of transport. In this case, the lot 218 differs for each transport carrier.

A plurality of cargos 217 constituting the same lot 218 may be transported in the same transport area (container) 212. Further, a part of the plurality of loads 217 constituting the same batch 218 may be distributed between the other conveying areas (containers) 212 of the different conveying units (conveying vehicles) 210 and conveyed.

On the other hand, when the total volume (and the total weight) of the batch 218 is relatively small, a plurality of batches different from each other may be arranged in the same conveying area (container) 212 in a mixed manner and conveyed (mixed conveyance).

In the present embodiment, the environment inside the transportation area (container) 212 is referred to as a transportation environment 214. Examples of the controllable properties in the transportation environment 214 include temperature, humidity, air pressure, air flow, and air composition ratio (e.g., in a nitrogen atmosphere, an environment with a high oxygen concentration, etc.). For example, in the case where the conveyance unit (conveyance vehicle) 210 is a freezer vehicle or a refrigerator vehicle, the conveyance environment 214 is controlled (so as to be kept at a low temperature). In general, however, the transport environment 214 within the same transport region (container) 212 does not necessarily need to be uniform, for example to allow for temperature gradients within the same transport region (container) 212.

The transportation area (container) 212 in the present embodiment does not necessarily require a closed space. For example, in the flat truck 240 of fig. 2, the conveyance area (container) 212 is exposed to the outside, and the cargo 216 or a part of the lot 218 is in contact with the outside wind during conveyance.

A mode in which a plurality of different cargos 216 (or different batches 218) are mixed (arranged or held) in the same transport area (container) 212 is transported is referred to as mixed transport.

An example of the occurrence of this mixed transportation is shown in fig. 1. Fig. 1 shows an example of a travel path 206 through which a conveyance unit (conveyance vehicle) 210 passes. The conveying unit (conveying vehicle) 210 starts from a departure point 220, and repeatedly reloads the load 216 (or the lot 218) in a plurality of centralized cargo yards 222, 224, and 226. In this process, a plurality of different cargos 216 (or different batches 218) are mixedly present (configured or held) in the conveying area (container) 212.

Fig. 2 shows another example of the occurrence of the mixed feed. For example, not only the cargos loaded on the flat body truck 240 but also the cargos loaded on the other conveying vehicles (conveying units) 242, 244 are collected in the terminal 42. When all the collected cargos 216 (or lots 218) are loaded on a large-sized transport vehicle (transport unit) 246 and transported, mixed loading and transport are performed.

Consider the case where all of these goods (batches) are moved a long distance into the same area. If long distance transportation is performed using the flat body truck 240 and other transportation vehicles (transportation units) 242, 244, a driver of each vehicle is required. In particular, in long-distance transportation, labor cost (for a driver) increases in consideration of returning of an empty vehicle. In contrast, if all the loads are mixed and conveyed at a time by the large-sized conveying vehicle (conveying unit) 246, labor cost can be greatly saved.

In the system of the present embodiment, the carriers who handle the loaded loads 216 (batches 218) may be different between the flat truck 240 and the other transport vehicles (transport units) 242 and 244. In this case, the mixed loading and conveying is performed across a plurality of carriers.

In the case where all the loads cannot be loaded by only 1 large transport vehicle (transport unit) 246 at the time of the mixed loading transport, the system of the present embodiment performs the mixed loading transport by configuring the vehicle train 200 or the vehicle group 300 with a plurality of transport vehicles (transport units).

As shown in fig. 3, the vehicle group 300 and the vehicle train 200 have a common feature of "all vehicles travel in cooperation with each other" constituting them. The command vehicle a2 (or the portable group vehicle guidance machine 320 (described later in fig. 13)) is used as a master machine (command unit) for stably and comprehensively controlling the cooperative travel. Further, information is transmitted between the slave vehicle a12 (or the slave vehicle Z28) guided from the master (command department) and the master (the command vehicle a2 (or the portable group vehicle guidance machine 320)) by wireless communication. As the physical layer of the wireless communication system, a short-range wireless system such as ZigBee (registered trademark), Bluetooth (registered trademark), UWB (ultra wide band), and Z-Wave, or a medium-range wireless system such as Wi-Fi (wireless fidelity), and EnOcean may be used.

In addition to the above-described common feature, a plurality of vehicles traveling on a common route a202 from the point a180 to the point B190 constitute a "vehicle train 200". Proximity is not necessarily required between the plurality of vehicles that make up the vehicle train. Each vehicle constituting the vehicle train is referred to as a "train vehicle".

In contrast, the vehicles (group vehicles) constituting the "vehicle group 300" do not necessarily need to travel on the same route a 202. For example, the command vehicle A2, the slave vehicle a12, and the slave vehicle Z28 traveling on the route a202 may form the same vehicle group 300. That is, as shown in the example of fig. 3, the route B204 from the point C170 to the point B190 where the slave vehicle Z28 travels is different from the route a202 where the command vehicle A2 and the slave vehicle a12 travel. In this case, too, the command vehicle a2 (or the portable group vehicle guidance machine 320) can "remotely guide" the slave vehicle Z28 traveling on the different route B204.

If the command vehicle a2 for guiding all the vehicles belonging to the vehicle platoon 200 or the vehicle group 300 is set as described above, the traveling of all the vehicles can be efficiently coordinated. However, instead of this, the command vehicle a2 may be set in the vehicle train 200 or the vehicle group 300, and all the vehicles may be coordinated with each other at the same position.

In the case of performing mixed transportation using a plurality of vehicles (a plurality of transportation units 210) constituting the vehicle group 300 (or the vehicle train 200), in the present embodiment, the mixed loads 216 (or the lots 218) are separately loaded to the plurality of vehicles in accordance with the characteristics (or attributes) thereof.

For example, consider a case where lot a (or cargo a) and lot B (or cargo B) are transported from site a180 toward site B190. In the case where both of the lot a (cargo a) and the lot B (cargo B) match the easily transferable cargo item TOUT and the highly sensitive cargo item TIN in the specific mix determination item JITM described later in fig. 6, the two are caused to coexist in the transportation area (container) 214 of the same transportation vehicle (for example, the slave vehicle a12) and the mix transportation is not performed.

In the present embodiment, in the above case, the lot a (cargo a) and the lot B (cargo B) are separately loaded and conveyed between the different conveying areas (containers) 212 of the plurality of conveying vehicles (conveying units) 210. Specifically, the lot a (cargo a) may be loaded into the transportation area (container) 212 of the slave vehicle a12, and the lot B (cargo B) may be loaded into the transportation area (container) 212 of the command vehicle a2 and transported. Further, the cargo 216 (or the lot 218 including the cargo) that does not match the designated cargo items TOUT and TIN in the mix determination item JITM may be mixed in the order vehicle a2 and the dependent vehicle a12 and transported.

Each transport vehicle (transport unit) 210 (for example, in the command vehicle a2 and the slave vehicle a12) has a separate transport area (container) 212. Since the individual conveying areas (containers) 212 matching the characteristics (or properties) of each of the mixed plurality of cargos 216 (or lots 218) can be selected, mixed conveyance under appropriate circumstances can be performed.

The following describes the procedure up to the determination of the possibility of mix in the unit of lot 218 or the unit of goods 216 in association with the mix determination item JITM described above and the distribution to the appropriate conveying unit (conveying vehicle) 210 based on the determination result.

For example, when a large amount of cultured cells or the like is transported in an exposed state, it is desirable to transport the cells in the transport environment 214 in which a sterile state is secured. On the other hand, when an animal (or a human) needs to be isolated due to an infectious disease, an influenza, or the like, it is difficult to mix the animal (or the animal/the human) with other cargo (or the animal/the human) in the same transportation area (container) 212. Similarly, in the transportation of gasoline, oil, dangerous objects, or the like, a dedicated transportation vehicle (transportation unit) 210 is required. Such that a shipment 216 (or batch 218) exists that is prohibited from delivering itself.

In the case of the individual carriers, it is difficult to determine whether to mix and convey the prohibited goods 216 (or the lot 218). Therefore, when the carrier receives the delivery request, the information on whether or not the batch 218 (or the target package 216) is prohibited from being mixed and delivered is received from the customer in advance.

Fig. 4 shows a procedure of the present embodiment, in which the distribution of each cargo 216 (or lot 218) to each transport vehicle (transport unit) 210 matching the characteristics (or attributes) is performed.

As noted above, there may also be shipments 216 (or batches 218) that are prohibited from being mixed in with themselves. Therefore, when the distribution process to the conveying vehicle (conveying unit) 210 of each cargo 216 (or lot 218) is started in step S1, as described above, the extraction of the lot 218 (or subject cargo 216) for which the mixed conveyance is prohibited is performed (S2).

For the batch 218 (or the target package 216) whose mixed loading conveyance is prohibited (in the case where the determination result of S2 is yes), the dispatch vehicle arrangement of the dedicated conveyance unit (conveyance vehicle) 210 is performed (S10). On the other hand, in the case of the lot 218 (or the target package 216) whose mixed transportation is not prohibited (no in the determination result of S2), the process proceeds to the next step S3.

Fresh food and the like are desirably transported in a cryogenic transport environment 214. The type of the transport vehicle (transport unit) 210 in this case is designated as a freezing vehicle (or a vehicle capable of controlling the temperature (or temperature and humidity) required for the transport environment 214, which can be controlled at low temperature).

At the stage of the transportation request, the customer often specifies the type of the transportation vehicle (transportation unit) 210 (e.g., a freezer vehicle, a temperature/humidity adjustable vehicle, or the like). However, the present invention is not limited to this, and the type of the corresponding dedicated transport vehicle (transport unit) 210 may be determined (specified) by itself by the transport carrier or the like based on the information on the cargo item obtained at the reception stage of the transport request.

In step S3, a determination is made as to whether or not the type of the conveying vehicle (conveying means) 210 has been specified in advance for each batch 218 unit (or each object cargo 216) that can be mixedly conveyed. When the type of the conveying vehicle (conveying unit) 210 is designated in advance (yes in the determination result of S3), the lot 218 (or the good 216) matching the designated vehicle is distributed (S9). On the other hand, if the specification is not performed (if the determination result at S3 is "no"), the process proceeds to the next step S4.

For example, consider a case where an apple and a cabbage are mixed and transported at a long distance. These fresh food products can be mixed and transported in the same transport environment 214 at a low temperature. On the other hand, the situation is different in the case of mixed loading and transportation of fish and lettuce. That is, even in a low-temperature environment, there are also fish that release odor and smell to the surroundings due to freshness. Thus, even in a low-temperature transportation environment 214, for example, the mixed transportation of "a good (or a lot including the good) which easily releases an odor (which conforms to the easily-transferred-out goods variety TOUT of fig. 6)" and "a good (or a lot including the good) which easily adsorbs an odor (which conforms to the highly sensitive goods variety TIN of fig. 6)" is not desirable.

Not only the odor described above (an example of the mix determination item JITM), but also, for example, if hot and cold cargoes coexist in a closed space for a long time, heat is likely to be transferred. The characteristics (or attributes) and states of the movable body or the items that may move when coexisting in the enclosed space (the same transport area (container) 212) for such a long time are referred to as a mixed loading determination item JITM. In the above-described example, "movement of odor" or "heat transfer" corresponds to each mix determination item JITM.

When a plurality of mix determination items JITM are set as described above, the first mix determination item JITM is selected in step S4. In the above-described explanation example, either one of "odor movement" and "heat transfer" may be selected as the first mix determination item JITM. Further, not limited to this, other items may be set as the first mix determination item JITM.

For all lots 218 or all loads 216 for which mixed shipment conveyance is not prohibited (no in the determination result of S2), matching items for the designated load items (i.e., the easily transferable load item TOUT and the highly sensitive load item TIN, which are described later in fig. 6(a)) in the mixed shipment determination item JITM are extracted in step S5.

When a plurality of mix determination items JITM are set, the same extraction process is sequentially repeated for the other mix determination items JITM (S7) (S5). Then, when it is determined in step S6 that the extraction processing for all the mix determination items JITM is completed (yes in S6), the process proceeds to the next step S8.

The "shipment 216 matching the designated shipment type within the mix determination item JITM or the lot 218 including the shipment extracted in step S5 is first distributed to the plurality of conveyance vehicles (conveyance units) 210 in step S8.

Based on the distribution processing of the conveying vehicles (conveying units) in step S8, in step S9, the integrated distribution is performed for all the mix determination items JITM including the shipment 216 (or the lot 218) that does not match the designation of the shipment. By the processing of step S9, the integrated distribution to each transport vehicle (transport unit) 210 is completed for all the lots 218 (all the loads 216).

Then, with the result, in step S10, the scheduled vehicle arrangement of the conveying vehicle (conveying unit) 210 is performed. After that, the assignment process to each transport vehicle (transport unit) 210 is ended (S11).

In steps S2 and S3, a detailed description is omitted. That is, in step S2, the batch 218 (the load 216) whose mixed conveyance is prohibited is extracted from all the batches 218 or the loads 216 mixed and conveyed in the same vehicle train 200 (or the same vehicle group). Then, the flow proceeds to step S10 for the extracted batch 218 (shipment 216) whose mixed shipment is prohibited from being conveyed. On the other hand, for the lot 218 (shipment 216) that allows the mixed shipment, the flow proceeds to step S3.

Similarly, in step S3, the process proceeds to step S9 for a batch 218 (cargo 216) for which the category of the conveying vehicle (conveying unit 210) is previously designated from among all batches 218 or cargos 216 conveyed by mixed loading. On the other hand, the process proceeds to step S4 for a lot 218 (cargo 216) for which the category of the conveying vehicle (conveying unit 210) is not previously designated.

Fig. 5 shows an example of the mix determination item JITM in the present embodiment. Here, an item that may be a medium that may be transferred or transferred between predetermined loads when coexisting for a long time in the sealed space (or the same transport area (container) 212) is referred to as a mix determination item JITM.

The group of mix determination items can be classified into 2 types according to the type of medium that defines movement, conduction, and transfer between the loads. That is, the item group related to the movement (change) ATR that specifies the characteristic, attribute, or state of the good is included in the first classification. For example, a physical medium such as light, thermal energy, or vibration energy, a chemical medium such as a chemical substance on a single-molecule level, or a physicochemical medium may be used as a medium for movement, conduction, or transfer. In the next category, MOVs of small objects moving directly across different loads 216 become a medium for movement, conduction, and transfer.

Examples of the mix determination items concerning the movement (change) ATR of the characteristic, attribute, or state include the movement SML of odor, the movement HET of heat (temperature), the color CLR, the movement of taste TST, and the like. Here, there are also cases where the color CLR and the taste TST are shifted due to contact between adjacent cargos by vibration during transportation in the closed space (the same transportation area (container) 212).

The medium MOV of the micro movable body includes glass powder such as radioactive substance (radioactive) RAD and asbestos, fine particles PAR such as garbage and dust, microorganism MCB such as virus VRS, bacteria, mold, water worm bacteria and escherichia coli, and insects such as mites and ants.

In addition, specific examples of the medium MOV of the micro movable body are not limited to the above, and any medium may be targeted as another OTH. For example, PM2.5(Particulate Matter having a particle diameter of 2.5 μm or less in the WHO definition), smoke (black smoke, tobacco smoke, smoke of an insecticide that releases smoke, and the like), a reactive substance in a gasified state (a material discolors by reacting with light, oxygen, water, and the like), and the like may be included.

The list of the mix determination items JITM and the classification of the mix determination items JITM shown in fig. 5 are merely examples. Therefore, other arbitrary mix determination item JITM and other classification methods may be used.

Fig. 6(a) shows an example of the designated item of goods set in the specific mix determination item JITM. Fig. 6 (b) and (c) show examples of allocation to a plurality of transport vehicles (transport units) 210. In the distribution of the goods 216 (or the lot 218 including the same) to the plurality of conveying vehicles (conveying units) 210 constituting the same vehicle train 200 (or the vehicle group 300) performed in step S8 of fig. 4, the hybrid combination method shown in (b) and (c) of fig. 6 is applied.

For each mix determination item JITM, an easy-to-transfer cargo item TOUT and a highly sensitive cargo item TIN are specified. Here, the easy-to-remove cargo item TOUT includes a physical medium, a chemical medium, a physicochemical medium, and a cargo item that easily releases a small movable body. On the other hand, the highly sensitive cargo variety TIN includes a physical medium, a chemical medium, a physicochemical medium, and a cargo that easily absorbs a small movable body. The cargo items designated as the easy-to-transfer cargo item TOUT and the highly sensitive cargo item TIN are set in advance based on a request from a user, past transportation experience, and the like, and are databased in advance.

In the mixed loading and conveying method according to the present embodiment, the conveying area (container) 212, the conveying environment 214, and the conveying vehicle (conveying unit) 210 are separated between the cargo 216 that is compatible with the easily-diverted cargo type and the cargo 216 that is compatible with the highly sensitive cargo type, which are associated with at least one of the predetermined characteristics (or attributes), states, or movable bodies. Alternatively, the conveying area (container) 212 or conveying environment 214, conveying vehicles (conveying units) 210 are separated between batches 218 comprising easy out-turning cargo and batches 218 comprising highly sensitive cargo. That is, the corresponding conveyance areas (containers) 212 are physically separated between the shipment 216 (included lot 218) corresponding to the easily-diverted shipment item TOUT in the same shipment determination item JITM and the shipment 216 (included lot 218) corresponding to the highly sensitive shipment item TIN.

As a method of separating the transportation area (container) 212, the transportation environment 214, and the transportation vehicle (transportation unit) 210, the vehicles (for example, the command vehicle a2 and the slave vehicle a12, or the slave vehicle a12 and the slave vehicle Z28) are separately loaded in different vehicle groups 300 (or the same vehicle train 200).

Fig. 6(a) shows an example of the cargo items designated as the easy-to-roll cargo item TOUT and the highly sensitive cargo item TIN. The hydraulically operated machinery that releases the "oil odor" can be designated as the easily diverted cargo variety TOUT. On the other hand, clothes such as underwear and food packaging members are also designated as highly sensitive goods item TIN because "oil odor" is easily absorbed.

If the hydraulically operated machine and the clothes or food packing members are allowed to coexist in the sealed space (the same transport area (container) 212) for a long period of time, there is a risk that the clothes or food packing members will become "oily. Therefore, it is desirable that the hydraulically operated machine and the food packaging parts (or clothes) are transported separately in different transport areas (containers) 212 within the same vehicle train 200 (or the same vehicle group 300). For example, the hydraulically operated machine is mounted in the slave vehicle a12 shown in fig. 3, and clothes such as underwear, food packaging members, and the like are placed in the command vehicle a2 or the slave vehicle Z28 and transported.

However, when iron powder (in a non-oxidized state) stored in an airtight container isolated from air is exposed to the air, oxidation occurs and heat is generated. When an oxidation heating element (such as iron powder) stored in a sealed state is conveyed, heat may be generated if a package portion is damaged by vibration during conveyance or by contact with an adjacent load. On the other hand, packaged chocolate melts easily in a slight temperature rise. Therefore, it is preferable that the heat generating oxide (such as iron powder) and the chocolate be also transported separately in different transport areas (containers) 212.

Fig. 6 (b) and (c) show examples of the mixing combination when these cargos are mixed and conveyed. Separation of the conveyance area (container) 212, i.e., the conveyance vehicle (conveyance unit) 210, is expected between the cargo 216 (or the lot 218 including the cargo) conforming to the easy-out cargo item TOUT of the same mix determination item JITM and the cargo 216 (or the lot 218 including the cargo) conforming to the highly sensitive cargo item TIN.

That is, the first load (for example, the hydraulically operated machine) corresponding to the easily-diverted load type in the same mix determination item JITM (for example, the odor transfer SML) is transported in the first transport area (container) included in the first transport unit (for example, the slave vehicle a12) belonging to the same vehicle group 300 (or the vehicle train 200) (fig. 6 (b)).

Further, the second cargo (for example, clothes (including underwear)) corresponding to the highly sensitive cargo type in the same mix determination item JITM (for example, odor transfer SML) is transported by being placed in the second transport area (container) included in the second transport unit (for example, the dependent car Z28) belonging to the same vehicle group 300 (or the vehicle train 200). The first conveyance area and the second conveyance area are physically separated from each other.

However, in the shipment 216 (or the lot 218 including the shipment) conforming to the easy-out shipment item TOUT or the shipment 216 (or the lot 218 including the shipment) conforming to the highly sensitive shipment item TIN, if the commingled shipment determination item JITM is different, the commingled shipment coexisting in the same shipment area (container) 212 is sometimes allowed.

For example, even when the oxidation heating element (iron powder or the like) sealed in the plastic bag and the hydraulic operating machine are mixed and transported in the same transport region (container) 212 for a long time, there is a low risk that the oxidation heating element will become "oil-smelly". In this case, even if the temperature of the oxidation heating element slightly rises, the hydraulic operating machine is less affected. Similarly, even if the chocolate and the clothes to be packaged are placed in the same transport area (container) 212 and mixed and transported, no problem occurs.

For the above reasons, as shown in fig. 6 (b), the hydraulic operating machine and the oxidation heat generating element (such as iron powder) may be arranged in the same transport area (container) 212 in the transport vehicle a _6 and may be transported in a mixed manner. Similarly, the clothes (including underwear) and the packaged chocolate may be placed in the same transport area (container) 212 in the transport vehicle B _8 and mixed and transported.

In the case where the mix determination item JITM is different, the mixed load may be carried by placing the cargo (or the lot) corresponding to the easily carried-out cargo type and the cargo (or the lot) corresponding to the highly sensitive cargo type in the carrying area (container) 212 of the same carrying vehicle (carrying unit 210).

That is, even if the oxidizing heat-generating body (such as iron powder) corresponding to the easily transferable cargo item TOUT in the heat (temperature) transmission HET as the mix determination item JITM slightly generates heat, the oxidizing heat-generating body has less adverse effect on the clothes (including underwear) corresponding to the highly sensitive cargo item TIN in the moving SML of the odor. In this case, the temperature of the clothes is changed only slightly, and no significant problem occurs. Therefore, as shown in fig. 6 (c), both of them may be disposed in the same transport area (container) 212 in the same transport vehicle B _8 to perform mixed transport.

As an example of the easily transferable goods item TOUT of the mix determination item JITM shown in fig. 6(a), a goods item which generates strong odor, heat, light (including radioactivity), an animal or plant in a living state, or the like may be specified. In addition, as an example of the highly sensitive cargo variety TIN, a food variety (including fresh food), a raw material of clothes, a clothing product, and the like may be specified. However, the present invention is not limited to this, and the item of the goods may be arbitrarily designated (set) according to the designation content from the user, the guarantee system of the transport product by the transport company, and the like.

In step S2 of fig. 4, the extraction of the mixed transportation prohibited item is performed. Particularly, in the transportation of dangerous objects, the mixed transportation with general cargos is prohibited. The dangerous object is classified into first to sixth categories. Here, with respect to the hazardous substance classified as the first class, the oxidizing solid is conformed.

In addition, combustible solids are classified as a second category of hazardous materials. Herein, a solid substance that easily catches fire/is flammable is collectively referred to as a flammable solid. The combustible solids also include dust-exploded, pyrophoric solids. Generally, as a combustible solid, there are many reducing substances that are easily oxidized. Accordingly, the hazardous substances classified as this second category need to be prevented from being mixed/contacted with the oxidizing substance to prevent fire or explosion.

The third category of hazardous materials is classified into pyrophoric materials and water-repellent materials. The pyrophoric substance refers to a solid or liquid that readily spontaneously ignites in air. The water-repellent substance is a solid or liquid that may ignite or generate a combustible gas when brought into contact with water.

For the fourth category of hazardous materials, flammable liquids are classified. Here, the liquid that is easily ignited is collectively referred to as a flammable liquid. If flammable vapor is generated from these fourth dangerous substances and brought close to the ignition source in a state of being mixed with air, there is a risk of ignition and explosion.

The fourth group also includes "gasoline", "kerosene", "light oil", "heavy oil", "lubricating oil", "third petroleum group having a flash point of 130 ℃ or higher", "fourth petroleum group", and "animal and vegetable oils".

In the fifth category of hazardous materials, self-reactive materials in solid or liquid form are classified. The self-reactive substance contains oxygen in its molecule, and thus is easily self-combusted. Also, the sixth group of hazardous substances is classified into oxidizing liquids. Here, a liquid having a property of oxidizing a target of a reaction is collectively referred to as an oxidizing liquid. The oxidizing liquid is often classified as a dangerous substance because it is incombustible and does not burn even when a fire source is present.

The driver who delivers these dangerous objects needs to be qualified as a dangerous object handler. The qualification includes 3 types of A, B, and C. Here, the group a hazardous material handler can handle all of the hazardous materials up to the first to sixth types.

In addition, the type b hazardous material handler can handle only the approved type of hazardous material. Moreover, a driver qualified as a third-class hazard handler can deliver only the above-mentioned "gasoline" to a specific fourth-class hazard of the "animal and vegetable oils".

In the same transport area (container) 212 (fig. 1) in the present embodiment, dangerous objects included in only 1 same category can be transported collectively. For example, light oil and kerosene are dangerous substances of the same type (fourth type), and therefore can be mixed and transported in the same transport area (container) 212.

On the other hand, the mixed transportation of the hazardous materials and other materials (in the same transportation area (container) 212) as exemplified in the first to sixth groups is prohibited in principle. When these dangerous materials and other substances are mixed and transported (together in the same transport area (container) 212), the risk of fire is increased. For example, in the system of the present embodiment, "vegetable oil" (classified into the fourth group) used for cooking in general households is not mixed with other substances and is not transported.

Even when the dangerous objects are individually conveyed (in a single conveying area (container) 212), the total height of the stack in the conveying area (container) 212 is set to 3m or less. Even if a rack or the like is used in the conveyance area (container) 212, conveyance is performed with the total height set to 6m or less.

However, in the present embodiment, when different types of dangerous objects (in the same transportation area (container) 212) are to be transported in a mixed manner, only the following combinations are allowed.

First and fifth types other than alkali metal peroxides and the products containing them

O first and sixth

O, B, yellow phosphorus and its inclusion (pyrophoric article)

Class II and class IV

Inclusion products of alkylaluminum and the like in the fourth group

Fourth and fifth categories

Even when the mixed loading and conveying are performed in the above combination, the total height of the stack in the conveying area (container) 212 is set to 3m or less. Even if a rack or the like is used in the conveyance area (container) 212, conveyance is performed with the total height set to 6m or less.

In the case of such a transportation of the dangerous object, a combined condition (qualified person) of the transported cargo 216 (lot 218) and the driver is imposed. Furthermore, in the system according to the present embodiment, the combination calculation 808 of the optimal vehicle in the vehicle train 200 (or the vehicle group 300) may be performed based on a combination of a large number of conditions.

Here, the combination calculation result 808 of the best vehicle within the vehicle train 200 (or the vehicle group 300) is obtained based on the result of the combination calculation 800 of the best mixed vehicle. The various parameters required for the combined calculation 800 of the best hybrid vehicle are shown in fig. 7. In the system according to the present embodiment, the combination calculation 800 of the best-fit vehicle using the ai (intellectual intersection) process is performed.

As shown in fig. 7, there are a plurality of various parameters necessary for calculation, and there are a plurality of types and numbers of combination vehicles to be output as calculation results. Therefore, as the AI process described above, adoption of a method corresponding to multiple input/multiple output at the same time is desired. As a specific AI processing method, for example, a deep learning method may be used. However, the present invention is not limited to this, and any method may be used. Further, a plurality of parallel processes may be performed by a conventional processor that performs a process of the noulman type.

When the dangerous cargo item 818 is included in the parameters of the cargo or lot 810 to be mixed and transported, the corresponding driver 820 (dangerous cargo or the like) is required to handle the qualification owner 822 (required parameters to be selected).

Further, as another parameter related to the goods and the lot 810, a mixed shipment determination goods name 816 corresponding to the easily transferable goods item TOUT and the highly sensitive goods item TIN (fig. 6(a)) can be given.

In addition, in the case of transporting chocolate, fresh food, or the like, transport environment conditions such as temperature and humidity optimal for transportation are predetermined. The optimum values of the temperature, humidity, etc., or the allowable ranges thereof, determined for each cargo, each lot 810, are in accordance with the parameters of the optimum transportation environment 814.

During the transportation of the goods or batches 810 for which the optimal transportation environment 814 has been determined, there is a case where the air conditioning of the transportation area (container) 212 fails. In the system of the present embodiment, in order to avoid this risk and to ensure the quality of the transported goods or the batch 810, various sensors may be incorporated in the transport documents attached to the respective goods. If measurement data from various sensors is collected in real time during transportation in this way, it is possible to immediately perform abnormality processing. Further, the history of the conveyance environment 214 and the storage environment at the time before the mixed load transfer can be collected by using the measurement data from the various sensors. Measurement data (history) 812 from various sensors provided in the transport sheet also becomes an important parameter.

Next, a specific use example of the measurement data (history) 812 from various sensors provided in the transport sheet will be described. For example, a case is considered in which a delivery sheet 530 having a wireless IC tag for attaching a load is attached to the surface of a packaging box of underwear, and the odor sensor 584 is used therein (details will be described with reference to fig. 15 and 16). Here, it is assumed that a plurality of underwear packaged in a box are stored in advance in a warehouse and then are mixed and conveyed. If the underwear is stored in a warehouse for a long time in a place adjacent to a hydraulically operated machine, the odor of the oil penetrates into the underwear. If the undergarment into which the oily odor has been introduced is mixed with other undergarments and conveyed, the oily odor is also transferred to the other undergarments.

When the odor of oil is transferred from the adjacent hydraulic operating machine in the warehouse, the odor sensor 584 detects the odor and leaves information as the measurement data history 812. By using the measurement data history 812 from the various sensors, it is possible to avoid the risk of erroneously conveying the underwear into which the odor of oil has permeated, together with other underwear.

As described above, the transport route and the storage place 850 in the past also have a large influence on the optimal hybrid vehicle combination calculation 800. For example, when the goods 216 and the storage place 857 of the lot 218 before the mixed loading exist in a fish market, there is a high possibility that the "smelly and smelly smell of fish" is transferred to the goods 216 (or the lot 218 including the same) corresponding to the highly sensitive goods item TIN (see fig. 6(a)) related to the odor movement SML in the mixed loading determination item JITM. In addition, when the conveyance path 858 contains a bad smell region or a high temperature region before mixing, the properties (smell, shape, and the like) of the goods 216 and the lot 218 before mixing may be affected.

The transport route and the storage location 850 are not limited to the above-described past history, but the route and the temporary storage location of the mixed transport to be performed later have a large influence. For example, the route information 856 for mixed loading and transportation is set so that congestion information and a traffic accident situation can be confirmed in advance. When an accident or congestion occurs on the conveyance path 850 on which the mixed loading and transportation of the vehicle train 200 (or the vehicle group 300) is performed, the number of vehicles in the train 200 (or the vehicle group 300) is reduced as much as possible, and smooth operation is performed.

When passing through an epidemic disease occurrence area, it is desirable to select a conveyance vehicle (conveyance unit) 210 having high airtightness in a conveyance area (container) 212. On the other hand, when it is necessary to pass 852 through the terrorist region, it is desirable to select a transport vehicle (transport unit) 210 which is firmly externally mounted and through which a bullet is not easily penetrated. When the country 854 includes a country with a lot of terrorist issues, a country with a lot of epidemic diseases, or a country with high odor intensity, consideration needs to be given to selection of the transport vehicle (transport means) 210.

In the combination calculation 800 of the optimum hybrid vehicle, the condition 840 of the conveying vehicle (conveying unit) 210 is also greatly influenced. As the past loading history information 846, for example, a case is assumed where "a cargo in which a poisonous spider or a poisonous ant is detected" is loaded in the past. In this case, since there is a risk that toxic spiders or toxic ants remain in the loaded transport area (container) 212, it is desirable to exclude them from the unit of mixed loading and transport.

In addition, regarding the cargo lot 810 for which the requirement of the optimal conveyance environment (optimal value/allowable range) 814 is high, it is desirable to select a conveyance vehicle (conveyance unit) 210 having a high control capability 844 for the conveyance environment 214 (air conditioning function, etc.). Likewise, the delivery environment characteristics 842 also become one of the important parameters. For example, a good/lot 810 exists that is not suitable for delivery configuration in a flat truck 240 (FIG. 2).

Not limited to this, the customer/owner information 830 is also a major factor. In particular, customer/pickup sensitivity 836 to the attributes of the lot/good becomes a major cause (parameter). This is because consideration of the special transportation environment 214 is necessary for "customers who dislike commodities with little odor" and "customers who are also sensitive to slight shape changes".

In contrast, for a customer/owner who wishes to suppress the required transportation price 834 to be low compared with the quality and attribute of the lot/good, it is necessary to place a specific gravity on the transportation price compared with the consideration of the transportation environment 214 (the transportation vehicle 210 whose transportation cost is inexpensive is selected regardless of the transportation environment 214).

Here, customer/owner sensitivity 836 to the properties of the lot/good may also affect nationality. Therefore, the customer/owner residential zone characteristic 832 also becomes a large parameter.

The combination of drivers 820 driving the vehicle train 200 (or vehicle cluster 300) is also very important. It has been described that the qualification of the driver is necessary in the transport of dangerous objects. Particularly, when transporting fragile materials such as dangerous materials and glass products in a mixed manner, careful and careful driving is required. Therefore, the character of the driver and the driving characteristics 824 also become parameters important for the optimal hybrid vehicle combination calculation 800.

Not limited to this, the time limit condition 828 of the driver 820 corresponding to the conveyance range also becomes an important parameter. The time limit for driver 820 also includes the return time of the delivery vehicle. Therefore, in long-distance transportation, whether or not the driver 820 can return on the day (whether or not the driver 820 has the return request 827 on the day) also has a great influence on the allocation of the driver 820. Similarly, the information about the availability of the sinks 826 for each driver 820 also becomes a necessary parameter for the hybrid vehicle combination calculation 800.

Using fig. 3, the definition of a vehicle group or vehicle train is made. Next, an example of the vehicle group 300 or the vehicle train 200 will be described with reference to fig. 8. The group vehicles 2, 12, and 14 belonging to the vehicle group 300 are electronically connected to each other by wireless communication during cooperative travel.

In the communication method of the upper layer of the physical layer for the above wireless communication, a Master-Slave (Master-Slave) scheme is used between the group vehicles 2, 12, 14. That is, the guided mode 490 is set in which the slave vehicle (slave vehicle) a12 or the slave vehicle B14 on the slave side is unmanned or the driver does not directly drive.

On the other hand, in a master-side instruction car (MasterVehicle) a2, the driver drives directly. The same driver directly or indirectly gives travel guidance to the following slave vehicle a12 and the following slave vehicle B14 while driving the command vehicle a 2. In the embodiment of fig. 8, the leading vehicle in the vehicle group 300 is the command vehicle a 2. However, without being limited thereto, the vehicles in any order within the vehicle group may be the command vehicle a 2. Further, the device that gives instructions to the master side is not necessarily a vehicle, and may be, for example, a portable group vehicle guidance machine 320 (described later using fig. 13).

In the embodiment of fig. 8, for example, 1 driver operates the 3 vehicles a2, a12, B14 included in the vehicle group 300. Therefore, there is an effect that the labor cost of the driver can be reduced (compared with the conventional system requiring 3 drivers). As a result, an inexpensive delivery service can be provided to the user.

In the system according to the present embodiment, "Vehicle (Vehicle)" as a target means a general name of the self-propelled conveying units of all types and all systems. Here, the "self-propelled vehicle" capable of self-traveling is preferable. Therefore, for example, a moving body such as a carriage or a cart that requires a mechanical action from the outside during movement is excluded from the "vehicle" object in the present embodiment. Further, the object to be conveyed may be any of goods, people, animals, and the like.

Specific examples of the "vehicle" include bicycles, motorcycles, buses, trucks, trains (railways), ships, airplanes, rockets, special vehicles, and the like. Moreover, the special vehicle may also include military trucks, hopper cars, fighters, bombers, satellites, aircraft carriers, warships, destroyers, submarines, and the like.

Fig. 9 shows an example of the relationship between the travel route and the required driver in the system according to the present embodiment. For example, 5 group vehicles travel in the trunk (highway) 50 connecting the terminal a42 and the terminal B44. At this time, 1 driver controls the traveling of the entire vehicle group 300.

The 1-vehicle group 300 is split into 3 vehicle groups at terminal B44. And, 3 drivers are required at this time. Further, if the center 64 is completely separated, a total of 5 drivers are required.

Fig. 10 shows an example of a delivery service method using cooperative travel among a plurality of vehicles in the system according to the present embodiment. For example, conventionally, different transportation companies T90, a 92, B94, and C96 use separate transportation trucks, and each of the companies performs remote transportation. In the example of the transportation service method in fig. 10, the number of transportation trucks to transport a mixture of cargos is compressed. Further, in the expressway (main line) 50 between the terminals a42 and B44, a queue is formed between a plurality of delivery trucks, thereby reducing the number of necessary drivers. When the cooperative travel among a plurality of vehicles is used, the entire labor cost of the driver is reduced, and an inexpensive service can be provided.

For example, in the case of storing milk chocolate for a long time, if the storage temperature is too low, milk components may precipitate and the surface may be cloudy. On the other hand, when stored at high temperature for a long time, it is easily dissolved from the surface and deformed in shape. Therefore, even the same chocolate variety has different optimum storage temperatures depending on the content and composition ratio. In transporting such delicate goods 216, it is desirable to maintain an optimal transport of the transport environment 214 (temperature, etc.) for each good 216. Thereby, a long distance transport ensuring the highest quality (or best property) of the fine cargo 216 can be achieved.

The mixing and conveying method described above is mainly described as a method of conveying the loads 216 to be mixed (or the batches 218 including the loads) in different conveying areas (containers) 212 "by" separate ". However, not limited to this, the same cargo 216 (or the lot 218 including the same) in the optimum transport environment 214 (optimum temperature or the like) may be "collected" and mixed and transported in the same transport area (container) 212.

Here, as the optimum transportation environment 214, the same cargo 216 (or lot 218) may be matched with the cargo 216 (or lot 218) whose allowable range is included in the same value. The "same optimal conveyance environment 214" may be regarded as the cargo 216 (or the lot 218) in which the deviation range of the value of the optimal conveyance environment 214 is 20% or less.

Fig. 11 shows an example in which the same cargo 216 (or lot 218) is "collected" and mixed in the optimum transportation environment 214. First, the cargos 216 (or lots 218) whose transportation environment 214 is optimized at "-5 ℃" are collected and mixed in the slave car a12 for transportation. Next, the cargo 216 (or lot 218) whose transportation environment 214 is optimal is collected and mixed in the slave vehicle B14, and the cargo 216 (or lot 218) whose transportation environment 214 is optimal is collected and mixed in the slave vehicle C16. Then, the slave vehicle D18 at "+ 15 ℃ c" at the conveyance environment 214 approaching the normal temperature collects and loads the remaining cargos 216 (or the lot 218).

Fig. 11 shows an example of the optimum transport environment 214, which is a transport temperature. However, the present invention is not limited to this, and any environmental condition such as humidity, light irradiation amount, or air volume may be set as an example of the optimum transport environment 214, or a combination of a plurality of environmental conditions may be set. In this way, by collectively transporting each cargo 216 (or lot 218 including the same) in the same vehicle a12 to D18 (inner transport area (container) 212) in accordance with the optimal transport environment 214, it is possible to ensure high quality (best property) of the cargo 216 (or lot 218) when transported over a long distance.

Here, the slave vehicles a12 to D18 may be set to the guided mode 490 in which the unmanned vehicle or the driver does not directly drive. Then, the driver who leads the vehicle train 200 (or the vehicle group 300) gets on only the command vehicle a2 that is traveling at the head. That is, the vehicles driven/guided by a person (driver) in the vehicle train 200 (or the vehicle group 300) are only the command vehicle a2, and all of the remaining vehicles from the slave vehicle a12 to the dependent vehicle D18 are unmanned vehicles. This can reduce the number of drivers who guide the vehicle train 200 (or the vehicle group 300), and can reduce the transportation cost associated with labor cost reduction.

As described above, when the mixed loading and conveying method using the vehicle train 200 (or the vehicle group 300) is studied, it is possible to achieve both quality assurance of the goods 216 (or the lot 218) and reduction of the conveying cost in long-distance conveyance.

In the example shown in fig. 11, a vehicle set to a transportation environment 214 close to a normal environment (e.g., room temperature) travels while being disposed at the farthest position from the command vehicle a2 on which the driver rides. In other words, the vehicles in the conveyance environment 214 set to be the farthest from the general environment (e.g., room temperature) are sequentially arranged and run near the command vehicle a 2.

During the queue travel, the conveyance environments 214 in all the slave vehicles a12 to D18 are appropriately monitored (details will be described later using fig. 14). When an abnormality occurs in the transportation environment 214 of any one vehicle, the driver stops the travel of the vehicle train 200 (or the vehicle group 300) and appropriately deals with the abnormality. At this time, the command vehicle a2 is approached in the order of vehicles in the conveyance environment 214 set to be the farthest from the general environment (for example, room temperature), so that the damage to the load 216 (lot 218) at the time of the change is suppressed to the minimum.

In the case of long-distance transportation using the method of fig. 11, if the continuous driving/guiding time of the driver is extended, not only the health of the driver is impaired, but also the frequency of accidents depending on the fatigue of the driver increases. On the other hand, the reloading process of the mixed cargo 216 (lot 218) in the trunk (highway) 50 is performed only in the terminals 42 and 44. Therefore, if the distance between the terminals 42 and 44 becomes longer, the fatigue of the driver becomes greater.

In order to solve this problem, in the system of the present embodiment, the command vehicle a2 is temporarily switched to the automatic driving during the queue travel (group travel), and the driver can be replaced. The specific method is shown in fig. 12.

When the queue transportation is started (S201), as shown in step S202, the driver is specified to start driving the command vehicle a2 and guiding operation to the slave vehicles a12 to D18. Then, in step S203, it is checked as appropriate whether or not the same driver continues driving and guiding for a predetermined time or longer. Here, the predetermined time is set to 30 minutes to 24 hours. However, in view of the health state of the driver, it is desirable to set the time to 1 hour or more and 12 hours or less.

When the continuous driving/guidance time of the same driver is equal to or shorter than the predetermined time (no in S203), the driving and guidance of the same driver are continued. On the other hand, when the continuous driving/guiding time of the same driver reaches the predetermined time or more (yes in S203), the command vehicle a2 is temporarily switched to the automatic driving mode as shown in step S204.

During this period, the driver changes the vehicle in the command vehicle a2 (S205). After the driver replacement is completed, the command vehicle a2 is returned from the automatic driving mode to the manual driving mode and the guidance mode of the slave vehicles a12 to D18, as shown in step S206.

This process continues until the vehicle queue 200 (or the vehicle group 300) reaches the destination (S207 becomes yes). Then, when the destination is reached, as shown in step S208, the end of the queue conveyance or the regrouping of the queue or the reloading of the goods is performed.

In this way, since the driver is replaced during traveling, there is an effect that long-distance transportation can be continued for a long time while reducing the fatigue of the driver.

Fig. 13 shows an example of a vehicle group running system according to the present embodiment. Basically includes a vehicle operation managing company's server 310 and a vehicle group 300 managed by the vehicle operation managing company. The control systems 338 and 332 are built in advance in the slave vehicle Z28 included only in the vehicle group 300 and in the slave vehicle a12 included in both the vehicle group 300 and the vehicle train 200.

In the embodiment of fig. 13, there is a portable group vehicle guide 320 that the driver can carry. Further, it is capable of wireless communication with the control systems 330, 332, 338 of the respective vehicles (the command vehicle a2, the slave vehicles a12, Z28). The portable group vehicle guidance machine 320 guides not only the slave vehicles a12, Z28 in the vehicle group 300 (vehicle train 200) but also the command vehicle a2 to travel in cooperation. However, the present invention is not limited to this, and the control system 330 of the command vehicle a may be equipped with the functions of the guidance slave vehicles a12 and Z28.

The cooperative operation between the respective parts in fig. 13 will be described. The user's reservation request is made using the portable terminal 312 or a computer (not shown) at home or at work. The reservation information is notified to the server 310 of the vehicle operation management company via the remote communication relay 314.

In the database 318 managed by the server 310 of the vehicle operation management company, not only the operation management data (including history) 322 of the group vehicle, but also the operation management data (including history) 324 of the driver, the in-trunk congestion/accident history data 326, the information history data 328 of the trunk environment (weather information such as rain and snow), and the like are stored. Further, information required for the driving characteristics and the like of each disclosed vehicle model can be obtained via the internet line 316.

In the group vehicle operation management data (including the history) 322, as described above, (fig. 29) is stored a fee table 340 for each of the group type, the season, the week, the time zone, and the service method, as described later. Therefore, when accepting a reservation request from the user, the server 310 of the vehicle operation management company refers to the fee table 340 and presents a fee according to the group type, season, week, time zone, and service type used by the user.

The server 310 of the vehicle operation management company acquires information on the vehicle (the slave vehicle a12, etc.) when receiving the reservation request from the user, and stores the information in the operation management data (including the history) 322 of the group vehicle in the database 318. Then, the server 310 of the vehicle operation management company performs vehicle composition suitable for the vehicle (the subordinate vehicle a12) based on the information. The server 310 of the vehicle operation management company specifies the instruction car a2 suitable for the thus-organized vehicle group 300.

Even if the command vehicle a2 and the slave vehicle a12 are geographically separated, the command vehicle a2 can guide the travel of the slave vehicle a12 immediately after the formation of the vehicle group 300. Then, the command vehicle a2 starts to guide the traveling of the slave vehicle a12 and the like to merge while guiding (remote operation).

Fig. 14 shows details of the control systems 330, 332, and 338 in each vehicle shown in fig. 13. Unlike a moving body such as a carriage or a cart which requires a mechanical action from the outside during movement, a drive unit control system 444 capable of self-traveling is provided in each vehicle. The self-propelled vehicles that can travel in cooperation in the vehicle group 300 (or the vehicle train 200) have the structure shown in fig. 14 and various functions. Here, each unit shown in fig. 14 may be configured by dedicated hardware, or may be configured by a dedicated software module for operating a processor.

The inter-vehicle distance between adjacent vehicles is appropriately controlled using the "measurement unit 424 for measuring the inter-vehicle distance and speed difference between preceding vehicles" provided in the vicinity of the front surface of the vehicle and the "reflection unit 428 for measuring the inter-vehicle distance and speed difference between subsequent vehicles" provided in the rear portion.

The vehicle exterior environment monitoring unit 420 can be used not only for lane change but also for monitoring extension of the entire length of the vehicle train 200 due to a failure caused by a break of a general vehicle or the like. The images and images captured by the vehicle exterior environment monitoring unit 420 are appropriately stored in the storage unit 450, and therefore can be effectively used as evidence data at the time of an accident as well as a drive recorder.

Further, "in-line display" and "advertisement display" for external general vehicles may be performed by the function of the control unit 410 of the external display screen.

The communication control unit 470 includes both a Wi-Fi or EnOcean mid-range wireless function and a 2G/PDC, GSM (registered trademark) (Global System for mobile communications), 3G CDMA (Third Generation Code Division Multiple Access), wimax (world wide Interoperability for Microwave Access), and other long-range wireless functions. Further, information can be exchanged with other vehicles in the vehicle group 300 via the communication control unit 470. Further, the inter-vehicle distance to the preceding vehicle is controlled via the communication control unit 470.

The route guidance system 460 is provided with a GPS control unit 462 and a display screen control unit 464 for a driver seat. In particular, when the vehicle travels on the different route 204 before merging into the vehicle group 300, the current position information of the merging target queue is sequentially transmitted from the server 310 of the vehicle operation management company via the communication control unit 470. At the same time, the GPS control unit 462 can confirm the position of the vehicle. In the route guidance system 460, the merging route to the target queue is divided based on the information of both, and is displayed on the display screen control unit 464 for the driver seat. Although not shown, a translucent organic EL (ElectroLuminescence) layer is embedded in the front glass of the driver's seat, and a merging path generated by the display screen control unit 464 that displays the result to the driver's seat is displayed.

The travel mode control unit 442 and the drive unit control system 444 are stored in the travel control unit 440. The drive unit control system 444 performs not only drive control of the engine and the motor but also rotation control of the wheels (including antiskid control on wet road surfaces and snow roads). The control data of each unit obtained by the drive unit control system 444 is sequentially stored in the storage unit 450.

In the system of the present embodiment, a delivery receipt 530 (described later with reference to fig. 15) with a wireless IC tag for attaching a load, which is mounted on the surface of the loads 432, 434, 436, or a package or a container in which the loads are collected, incorporates a communication function using short-range wireless or near-field wireless. For example, in the case of transporting fresh food, it is important to manage the temperature and humidity of the fresh food during transportation (using fig. 16, the temperature and humidity are managed by measurement data obtained from a temperature and humidity sensor 582 described later). Therefore, the state management unit 430 for the object/the passenger manages the state of the object and the physical condition of the passenger by wireless communication. When the abnormal state of the load or the bad physical condition of the occupant is found (e.g., a change in the storage temperature of the fresh food), the state management unit 430 of the load/occupant notifies the portable group vehicle guidance machine 320 of a warning via the communication control unit 470.

In the example of the transport service method illustrated in fig. 10, a vehicle train 200 is organized in an expressway (trunk) 50 between terminals a42 and B44. The transport in the highway (main line) 50 organized into the vehicle train 200 is referred to as a main line transport 620, and the transport outside the highway (main line) 50 is referred to as a local transport 610 (details will be described later using fig. 17).

As shown in fig. 15 (a), the user brings the shipment 216, which the user wants to ship, into a convenience store (convenience store) at the shipment location together with the handwritten transportation form 502 produced by the end user. Then, the information of the hand-written delivery document 502 created by the end user is read by an OCR (Optical Character Reader) Reader/electronic teller machine 512 of the hand-written delivery document installed in the convenience store, and is made into a database in the storage section 514.

On the other hand, when the user requests delivery using the Web screen of the mobile terminal 504, the data is made into a database in the storage unit 514. In any of the transport request paths, the transport sheet 530 with a tag of a wireless IC (integrated circuit) for attaching a load is discharged.

The data stored in the storage unit 514 is transferred to the IC tag 532 with a wireless communication function incorporated in the delivery slip 530 with a wireless IC tag for attaching a good. Further, the OCR reading/electronic ticket issuing apparatus 512 prints out a record field 534 for the recipient name, the destination address, and the telephone number, a record field 536 for the sender name, the address, the telephone number, a date and time designation field 538, a record field 546 for the special item, a record field 542 for the item name, and a two-dimensional barcode print field 544, which are arranged on the front surface.

The back surface 548 of the delivery sheet 530 with the wireless IC tag for attaching a load is an adhesive surface and can be attached to the surface of each load 216 (or all loads in the batch 218).

Fig. 16 shows a specific configuration example of the conveyance sheet 530 with the wireless IC tag for attaching a load. A transmitting/receiving and power feeding antenna 550 is disposed inside the housing, and signals are transmitted and received to and from the outside through the antenna 550.

In addition, the driving power of the internal circuit is supplied by energy of electromagnetic waves (for example, microwaves) received from the outside. Specifically, inside the power supply section 558, an alternating-current voltage generated inside the antenna 550 is boosted/rectified using a Cockcroft-Walton circuit (both Cockcroft and Walton are known).

The dc voltage converted in power supply unit 558 is stored as electric power in battery unit 570. The electric power stored in the battery unit 570 is supplied from the stable power (constant voltage) supply unit 572 to each circuit via the power supply line 590.

In the above-described transmitting/receiving and power feeding antenna 550, the circuit connected to the selector 552 is switched according to the operation timing thereof. That is, when receiving the supply of electromagnetic wave energy from the outside using the transmission/reception/power-feeding antenna 550, the output of the transmission/reception/power-feeding antenna 550 is directly connected to the power-feeding unit 558. On the other hand, when receiving a signal from the outside, the output of the transmitting/receiving/feeding antenna 550 is connected to the signal detection unit 554. When information stored in the IC tag 532 with a wireless communication function is to be transmitted to the outside, the transmission/reception/power supply antenna 550 is connected to the transmission signal transmitter 556.

The signal detection unit 554 connected to the antenna 550 for transmission/reception and power supply when receiving an external signal includes a preamplifier circuit and a main amplifier circuit therein. The amplified signal obtained in the signal detection unit 554 is subjected to binarization processing in the signal processing unit 562. The binarized signal is signal-processed in the signal processing unit 562, and only necessary information is transferred to the control unit 560.

Inside the control unit 560, a series of processes based on information obtained from the outside are executed. In addition, necessary information is appropriately transferred and stored in the storage unit 580.

The IC tag 532 with a wireless communication function is equipped with a temperature/humidity sensor 582, an odor sensor 584, and other sensors 586 in a standard manner. The detection signals obtained by the sensors 582 to 586 are sequentially stored as history information in the storage unit 580.

The stored history information is appropriately outputted to the outside in accordance with a request from the outside. At the same time, the detection signals obtained by the sensors 582 to 586 are also transmitted to the control unit 560 in real time.

For example, high quality chocolate can be maintained when it is conveyed in a state where it is maintained at an optimum temperature. Here, the delivery sheet 530 with the wireless IC tag for attaching a good is attached to the surface of the packaging box of high-grade chocolate, and the surface temperature can be monitored in real time by the temperature/humidity sensor 582 inside.

Even if the transportation environment 214 in the same transportation area (container) 212 is controlled, there is a risk that a slight temperature gradient is generated due to the relationship of the wind direction in the transportation area (container). By accurately monitoring the surface temperature of the unit of the load 216 in real time as described above, it is possible to achieve an effect of temperature management with higher accuracy.

When the surface temperature of only the specific cargo 216 deviates from the optimum temperature (or deviates from the allowable range) during conveyance, the state management unit 430 (fig. 14) of the load/passenger detects the abnormality and notifies the driver riding in the command car a2 of the abnormality.

On the other hand, it is assumed that the packaged high-grade chocolate is placed in a place adjacent to a strong odor generating object (for example, a hydraulic operating machine of fig. 6) in a state of being stored in a warehouse before being mixed and conveyed. In this case, the odor sensor 584 detects "oil odor and odor" and stores the detected odor and odor in the storage unit 580 as history information.

When the goods in the terminal 42 are reloaded (for example, from the information reading unit 742 of the wireless IC tag in fig. 26), the odor history is read, and the effect of enabling the rearrangement of the optimum mixture is obtained.

In this case, the history information stored in the storage unit 580 is temporarily taken into the control unit 560. Then, only information to be transmitted to the outside is transmitted to the transmission signal generating unit 564. In the transmission signal generation unit 564, information to be transmitted is converted into a predetermined format, and the converted data is modulated and converted into a transmission signal. The transmission signal is amplified to high output power by the transmission signal transmitting unit 556, and is transmitted to the outside via the transmitting/receiving/feeding antenna 550.

Fig. 17 shows the physical connection between a local transport 610 and a trunk transport 620. The OCR reading of handwritten input documents/electronic document device 512 described above is connected directly to the server 606 of the local delivery provider via a dedicated line 632. As a result, information about the handwritten input document 502 made by the end user who brought the user into the convenience store is appropriately transferred to the server 606 of the local carrier.

The server 606 of the local carrier is connected to the internet line 316 via a dedicated line 634. Then, the delivery request information input by the user from the mobile terminal 504 is also transmitted to the server 606 of the local delivery provider via the internet line 316.

Further, the server 310 of the vehicle operation management company (trunk management) that manages the trunk line transportation 620 also has a dedicated line 636 connected to the internet line 316. Further, by sharing information with the server 606 of the local carrier via the internet line 316, it is possible to collectively manage databases of all the goods including the local carrier of the server 310 by the vehicle operation management company (trunk line handling).

When the user brings the handwritten delivery document 502 created by the end user into a convenience store or makes a delivery request using the portable terminal 504, the goods collection vehicles 612 and 614 travel to the central warehouse 600 to collect goods.

After the cargo 216 is temporarily collected in the central warehouse 600, it is mixed and transported to the terminal 42. Then, the reloading of the goods is performed again in the terminal 42. The path from the convenience store or end user's goods delivery location to the terminal 42 is consistent with the scope of the local transport 610. In contrast, the inter-terminal 42 transport performed in the main line (highway) 50 is a range of the main line transport 620.

A series of processes including a mainline delivery 620 in the case where the end user brings in the item 216 directly with the handwritten delivery document 502 are shown in fig. 18A and 18B. First, in step S21, the end user brings the handwritten delivery document 502 into a convenience store or the like. Next, in step S22, the hand-written delivery document 502 created by the end user is read by the OCR reading/electronic document device 512, and the user is presented with the delivery fee. The end user pays the amount of the transportation fee (S23), registers the goods 216, and starts a series of transportation processes.

The information of the handwritten transportation form 502 created by the end user and read by the OCR reader/electronic ticketing device 512 is transferred to the database 318 of the server 310 of the vehicle operation management company via the server 606 of the local carrier for collecting cargos, and the delivery information is transmitted (S24).

The regular cars of the vehicle train 200 are essentially moving in the main conveyor 620. However, the operation plan of the vehicle train 200 flexibly corresponds to the increase or decrease of the total amount of the lot 218 (or the load 216) to be conveyed, and the temporary shift addition and the shift stop are appropriately performed. That is, the server 310 of the vehicle operation management company (main line management) determines the addition of the provisional shift and the suspension of the shift in real time based on the delivery request information collected from the server 606 of the local delivery carrier in each area.

In the system of the present embodiment, the server 310 of the vehicle operation management company that manages the main transportation 620 can collect the transportation request information nationwide in real time from the servers 606 of the local transportation carriers for cargo collection nationwide via the internet line 316, and therefore, the operation plan of the main transportation 620 can be flexibly set. Therefore, the efficient trunk line transportation 620 can be realized with the necessary expenses kept to a minimum.

In the operation plan based on the flexible trunk line transportation 620 described above, in step S25, the arrival date and time of the cargo at the terminal 42 is specified from the server 310 of the vehicle operation management company to the server 606 of the cargo-collecting local transportation carrier.

In step S26, the conveyance document 542 with the wireless IC tag for attaching a load is printed out from the OCR reading/electronic ticket issuing device 512 and attached to the load 216. Then, the server 606 of the local delivery carrier for cargo collection performs the arrangement of the local delivery vehicle 614 for cargo collection and its driver in accordance with the arrival date and time of the cargo to the terminal 42 specified in step S25 (S27). Then, in step S28, the server 606 of the local carrier starts the operation of the local vehicle for cargo collection and the management of the cargo state.

In parallel with this, in step S41, the server 310 of the vehicle operation management company sets a trunk operation schedule. Then, based on the trunk operation schedule, the server 608 of the local delivery carrier for cargo distribution specifies and notifies the date and time of collection of the cargo to the nearest terminal (S42). In addition, at the same time, in step S43, the arrangement of the trunk vehicle and the driver is made. Further, the server 608 of the local delivery carrier for cargo delivery makes an arrangement of the local vehicle for cargo delivery and the driver based on the designation and notification (S61).

In step S29, when the delivery of the cargo and the confirmation of the reloading (mix-loading) to the trunk vehicle are completed in the terminal 42, the server 606 of the local carrier for cargo collection ends the operation management of the local carrier for cargo collection (S30).

In the trunk transportation 620 of the lot 218, the cargo 216, as shown in step S44, the server 310 of the vehicle operation management company performs the trunk vehicle operation and the cargo state management. Then, after the arrival point (nearest terminal 44) of the main transportation 620 of the predetermined lot 218 or the cargo 216 ends the delivery and the loading confirmation of the cargo (S45), the main vehicle enters the next terminal (S46).

Then, when the delivery completion notification of the package is received from the server 608 of the local delivery company for delivering the package in step S47, the server 310 of the vehicle operation management company finishes the delivery management of the package, and stores the delivery history in the database 318 (S48).

On the other hand, when the delivery and loading confirmation of the cargo is completed at the end point (nearest terminal 44) of the main transportation 620 for the predetermined lot 218 or the cargo 216 in step S45, the local transportation vehicle for cargo delivery delivers the cargo to the delivery destination (S62), and receives the receipt confirmation of the cargo from the delivery destination (S63).

Thereafter, in step S47, after the delivery completion notification of the cargo is transferred from the server 608 of the cargo delivery local delivery company to the server 310 of the vehicle operation management company, the operation management of the cargo delivery local delivery operation vehicle is ended (S64).

As shown in fig. 15, the delivery receipt 530 with the wireless IC tag for attaching a package has an arrival date/time designation field 538, and the user requesting the delivery may designate "arrival date/time to the delivery destination". The processing procedure in this case is shown in fig. 19A and 19B.

The steps shown in fig. 19A and 19B are substantially the same as those described using fig. 18A and 18B. Further, in step S50 in fig. 19B, the goods are stored for a predetermined period in the warehouse in the nearest terminal 44, but this is different from fig. 18A and 18B. In the system of the present embodiment, a warehouse 704 (described later with reference to fig. 24) for temporarily storing the goods is provided in the nearest terminal 44 to the delivery destination. Therefore, the cargo is temporarily stored in the temporarily stored cargo warehouse 704 so that the cargo can be delivered at "arrival date and time to the delivery destination specified by the user".

Fig. 20A and 20B show a processing procedure in the case where the user uses the mobile terminal 504 to perform delivery request. The processing of fig. 20A and 20B also substantially corresponds to the processing of fig. 18A and 18B. Therefore, only a portion different from the processing in fig. 18A and 18B and fig. 19A and 19B will be described. In the processing shown in fig. 18A and 18B and fig. 19A and 19B, the server 606 of the local delivery carrier for cargo collection receives the delivery request information of the user first. In contrast, the transmission request information input to the mobile terminal 504 is directly transferred via the internet line 316. Therefore, the delivery request information transferred via the internet line 316 can be directly received by the server 310 of the vehicle operation management company (trunk line management).

In step S51, the user directly requests the server 310 of the vehicle operation management company (trunk handling) to deliver the cargo using the mobile terminal 504. Then, in step S52, the server 310 of the vehicle operation management company (trunk-line correspondence) presents the cost of the cargo delivery service to the display screen of the user' S portable terminal 504.

Similarly, when the user confirms the completion of the deposit process using the internet line 316 (S53), the server 310 of the vehicle operation management company (trunk correspondence) starts a delivery service in which the local delivery 610 and the trunk delivery 620 are combined.

First, a trunk operation schedule is set in accordance with step S54. Then, based on the trunk operation schedule, the delivery of the cargo transportation information to the servers 606 and 608 of the local carriers for cargo collection and cargo distribution (S24 and S49) and the designation of the arrival/reception date and time of the cargo to the (nearest) terminals 42 and 44 are performed (S25 and S42).

Upon receiving these pieces of information, the server 606 of the local carrier for cargo collection performs arrangement of the local vehicle for cargo collection and the driver in step S31. Then, the conveyance sheet 530 with the wireless IC tag for attaching a package is printed from the OCR reading/electronic ticket issuing apparatus 512 disposed in the vicinity of the location where the driver is present, and the driver receives the sheet (S32).

The cargo collection vehicle 612 goes to a place designated by the user to collect the cargo, and a delivery receipt 530 having a wireless IC tag for attaching the cargo is attached to the surface of the cargo 216 collected by the driver (S33).

As described above, the server 310 of the vehicle operation management company that manages the main transportation 620 performs the main operation schedule setting (step S41 of fig. 18A or 19A or step S54 of fig. 20A). At this time, a plurality of simulations are performed to calculate an efficient allocation of the transport vehicles (transport units) 210 for each lot 218 and each cargo 216, and an efficient layout of the arrangement between the lots 218 and the cargos 216 in the same transport area (container) 212. The details thereof will be described with reference to fig. 21.

The delivery request information from all over the country immediately before the simulation is performed is all entered into the database 318 of the server 310 of the vehicle operation management company. When the simulation is started (S100), the server 310 of the vehicle operation management company takes out the required delivered goods (lot) information from the database 318 according to step S101.

First, in step S102, the total weight and the total volume of the goods are divided for each terminal with respect to the amount of the transported goods. From the values of the total weight and the total volume, the number of the minimum transport vehicles (transport units) 210 required for cargo transport (i.e., several trucks loaded with several tons.

Next, in step S103, the mix determination is performed for each item of the goods 216 or each item in the lot 218 in accordance with the method described using fig. 4 to 6, and the calculation of the mixable combination based on this is performed. As a result thereof, tentative information of the scheduled vehicles that need to be arranged (the necessary load weight and the necessary number of the transportation vehicles 210 for each category) is indexed.

In the same trunk line (highway) 50, the plurality of terminals 42 and 44 are provided at intervals within a predetermined range. Then, the vehicle train 200 reloads the terminals 42 and 44 with the unit of the goods 216 and the unit of the lot 218. Therefore, the arrangement layout of the unit of the cargo 216 and the lot 218 in the transportation area (container) 212 is fixed between the terminals 42 and 44. That is, the arrangement layout during conveyance between the terminals 42 and 44 does not change.

Therefore, in step S104, the layout of the goods 216 and the lot 218 between the terminals is simulated.

In particular, in the cargo placement simulation in step S104, the shape (cargo posture) of each cargo 216 and each lot 218 is considered. Goods are not only packaged in shaped cartons, for example, there are also cases where the shape is elongated as in "golf clubs".

In the above-described cargo placement simulation (S104), information on the cargo size input (described) by the user at the time of delivery request is effectively used. On the other hand, when the user does not describe the cargo size at the time of the delivery request, the server 310 of the vehicle operation management company may estimate the cargo posture from the item name 542 (fig. 15).

Based on the simulation results of the above steps S103 and S104, the optimum classification of the transport vehicles and the required number of the transport vehicles can be indexed between the terminals (S105).

In the system of the present embodiment, reloading (layout change) of the goods is performed for each of the terminals 42 and 44. Further, the reduction of the time required for such reloading or layout change leads to a reduction in transportation cost.

Therefore, the time for reloading or layout change is shortened, and simulation of the reloading process of the cargo in the transportation area (container) 212 for each terminal temporarily (S106) and simulation of a method for reducing reloading in the terminals 42 and 44 as much as possible (S107) are executed.

The simulation performed in step S106 and step S107 is performed based on the result of the indexing in step S105. Therefore, depending on the result of the indexing in step S105, a great effect of shortening the time required for the rework or the layout change may not be obtained. Therefore, it is necessary to determine whether or not the type and the necessary number of the transport vehicles (transport means) between the terminals need to be rearranged (S108). If the simulation results in step S106 and step S107 do not provide a significant time reduction effect, the determination result in step S108 is regarded as yes, and the process is resumed from step S103. On the other hand, if there is no need to rearrange the types and the necessary number of conveyance vehicles (conveyance units) between the terminals (no in the determination result of S108), the process proceeds to step S109.

The contents of delivery requests from the whole country change from moment to moment. In addition, there are many cases where a "large number of urgent delivery requests" suddenly enter. In order to be able to cope with the "urgent transport request" entered during the series of processing completion periods from step S101 to step S107, the system according to the present embodiment includes step S109 in which it is possible to determine whether or not there is an urgent change in the transport cargo information.

In step S109, the server 310 of the vehicle operation management company accesses the database 318 and checks whether or not a large change has occurred in the information on the transported goods during the completion of the series of processing from step S101 to step S107. If the determination result in step S107 is yes, a series of processes are newly performed from step S101.

On the other hand, if there is no urgent conveyance request (no in determination result in S109), the process proceeds to step S110. Then, the scheduled vehicles (the vehicle category and the necessary number of vehicles between each terminal) of the conveying vehicles (conveying units) are determined in step S110.

A vehicle operation plan is prepared based on the result (S111), and a necessary number of driver is divided for each terminal (S112). Then, an operation plan for each driver is prepared in step S113, and the trunk delivery service 620 is started.

During the period of continuing the main delivery service 620, the operation management of each cargo/vehicle/driver is performed (S114). Then, when the above-described trunk transport service 620 is completed, the series of processes is ended (S115).

By performing the simulation (S104) of the arrangement of the loads (layout in units of lots) in the transportation area (container) 212, the loading rate in the same transportation area (container) 212 is improved. As a result, the transport efficiency is improved, and the transport service cost can be reduced. Further, since the reloading time of the freight is shortened in steps S106 and S107, the transportation time and the transportation service cost can be reduced.

Fig. 22 shows a specific display screen example during the execution of step S102. In the trunk (highway) 50, the terminal a42, the terminal B44, and the terminal C45 are disposed at physically separated positions, respectively.

Time axes are set for each of the terminal a42, the terminal B44, and the terminal C45, and the operation of the vehicle train 200 passing through the trunk (expressway) 50 can be visualized. In addition, a schedule from α day to γ day and time periods divided by a, B, C, and d are set for the time axis set for each of the terminals a42, B44, and C45.

In the description example of fig. 22, the operation plans of the regular bus (1) and the regular bus (2) are described. That is, with regard to the shift cart (1), reloading of the cargo in the terminal a42 is scheduled during the time period b of the α day. Then, in the terminal B44, after the reloading of the goods is performed during the time period C of the α day, in the terminal C45, the reloading of the goods is scheduled to be performed between the time period d of the α day.

On the other hand, with regard to the regular bus (2), reloading of the goods in the terminal a42 is scheduled during the time period d of the α day. Then, after the reloading of the goods is performed during the time period a of day β in the terminal B44, the reloading of the goods is scheduled to be performed during the time period B of day β in the terminal C45.

The cargo (lot) IDs described in "イ" to "ト" in fig. 22 indicate identification information (for example, lot name, cargo item, item name 542) of each of the lots 218 or the individual cargos 216. Further, from fig. 22, it is understood that the end of the loading/unloading of the vehicles (1)/(2) (vehicle queue 200) is determined for each cargo (lot) ID.

The server 310 of the vehicle operation management company specifies delivery date and time and receiving date and time to the terminal close to the server 606 of the local carrier based on the transport request information collected nationwide (S25 in fig. 18A to 20A and S42 in fig. 18B to 20B). As a result, the corresponding vehicle queue 200 (for example, the shift (1)/(2)) is automatically set for each cargo (lot) ID, and the loaded cargo (lot) ID information is automatically displayed for each corresponding vehicle queue 200 (for example, the shift (1)/(2)).

Then, the total weight and total volume of the goods (lots) loaded on the vehicle queue 200 (e.g., buses (1)/(2)) are automatically calculated for each inter-terminal travel period, and good quality and total volume:ΔΔ Δ m) are shown in FIG. 22 (as an example, total weight: good quality; total volume; Δ m)³) That is displayed.

In this way, since the total weight and the total volume of the cargos (lots) during each inter-terminal travel period are automatically displayed, the minimum number of the conveying vehicles (conveying units) (for each load weight/volume) required for each inter-terminal travel period can be known.

In the system of the present embodiment, the mixture determination and the distribution to the conveying vehicle (conveying unit) based on the mixture determination are performed by using the method already described with reference to fig. 4 to 6. Fig. 23 shows a specific example of the display screen during execution of step S103 in fig. 21 corresponding to this.

In fig. 22 corresponding to step S102 of fig. 21, only the total weight and the total volume during each inter-terminal travel of the buses (1)/(2) are shown. In fig. 23, which proceeds from fig. 22 to the next step S103, the identification of the conveying vehicle (conveying unit) assigned to each cargo (lot) ID is displayed.

In the illustrated example of fig. 23, lots 218 (or cargos 216) of cargo (lot) IDs "イ" and "ロ" are mixed in the conveying vehicle B _ 8. Further, lots 218 (or cargos 216) of cargos (lot) IDs "two" and "ホ" are mixed in the conveying vehicle C _ 10. However, the lot 218 (or the cargo 216) of the cargo (lot) ID "ハ" is loaded in the conveying vehicle a _6 alone and conveyed.

In the system of the present embodiment, the automatic mix determination and the result of the distribution to the conveying vehicle (conveying means) based on the same are displayed as shown in fig. 23. Therefore, the following effects are provided: the "necessary number of transport vehicles (transport units) per category" required at the time of scheduling the vehicles (S43 in fig. 18B to 20B) can be immediately known, and efficiency and time saving of scheduling the vehicles can be achieved.

In the example shown in fig. 23, within the same trunk (highway) 50 (or during the mixing period), the pairings (e.g., the combination (pairing) of "イ" and "ロ") between batches 218 (or goods 216) mixed within the same delivery area (container) 212 are consistent/fixed from place to place. However, the present invention is not limited to this, and the pairing between the lots 218 (or the cargos 216) mixed in the same transportation area (container) 212 may be changed within a predetermined period range in the same trunk (highway) 50 (or within the mixing period) depending on the relationship between the other lots 218 (or the cargos 216) mixed in.

Fig. 24 shows an example of the configuration of terminals a42, B44, and C45 distributed in the trunk line (highway) 50 of fig. 23. Each of the terminals 42, 44, and 45 is provided at an intermediate position between an upper lane and a lower lane of a trunk (highway) 50.

In fig. 24, only an entrance 712 and an exit 718 from either one of the ascending lane and the descending lane are shown. Although not shown in fig. 24, an entrance 712 and an exit 718 from other lanes are provided in the same terminals 42, 44, and 45. Then, the two are connected via a communication path 724 in the opposite direction.

There are provided a parking station 715 of a high-speed bus traveling in the trunk (highway) 50 and a parking lot 708 outside the field where the high-speed bus is parked. In addition to the bus parking lot 708 in the open air, a vehicle parking lot 706 in the open air is provided in which the vehicle queue 200 is parked.

Further, a warehouse 704 for temporarily storing the goods is provided. When the arrival date and time 538 of the good is designated by the user, the goods are temporarily stored in the terminals 42, 44, and 45 in accordance with the designated date and time. Here, the temporarily stored goods are temporarily stored in the temporary storage 704 in the terminals 42, 44, and 45 located at the closest places to the delivery destinations (corresponding to S50 in fig. 19B).

In the system of the present embodiment, terminals 42, 44, and 45 are used as the connection points between the main line transmission 620 and the local line transmission 610. That is, the mixed loading process (reloading of the load) is performed in the building 702 for reloading the load. By this reloading process (mixed loading process) of the cargo, the object of the main conveyance 620 is replaced with the object of the local conveyance 610.

Fig. 25 shows an example of the structure in the building 702 for reloading cargos. Reloading of the unit of the lot 218 (or each of the goods 216) between the mainline transport 620 and the local transport 610 is automatically performed by coordinated operation of the conveyor 730 and the robotic arms 740-1-6.

In the present embodiment system, a difference in traveling speed between the vehicle trains 200 that bear the trunk line traffic 620 is allowed. That is, there are a vehicle queue for traveling at a normal speed and a vehicle queue for traveling at a high speed, and the "overtaking process" between them is performed in the terminals 42, 44, 45. To make this possible, as shown in FIG. 25, cargo distribution stations 720-1 to-3 for a plurality of vehicle trains are provided.

In addition, in order to provide flexibility in the number of transport vehicles constituting the same vehicle train 200, parking lots 738-1 to-5 for each transport vehicle are provided. In the example shown in fig. 25, 5 transport vehicles can be connected to each other in the same vehicle train 200. On the other hand, with respect to the local conveyance 610, vehicle parking lots 736-1 to-3 corresponding to the respective conveyance vehicles (conveyance units) are provided.

In the example shown in fig. 25, the lots 218 or individual loads 216 conveyed by the T company 90, the a company 92, and the B company 94 of the conveyance company that performs the local conveyance 610 are temporarily placed on the conveyor belt 730, and then mixed and conveyed in the conveyance vehicles (conveyance units) 210 constituting the vehicle train 200.

Here, the mix determination item is defined in advance in the server 310 of the vehicle operation management company that manages the main transportation 620. Then, for each batch 218 (internal goods 217) or each individual good 216 placed on the conveyor 730, a determination is made as to whether or not the easily-transferred good item and the highly sensitive good item match each mix determination item. As a result of the determination, a description will be given of a method to be applied when it is necessary to perform a trunk line transportation 620 in the same vehicle train 200 (or the same vehicle group 300) for a lot 218 (a cargo 217) or an individual cargo 216 that matches the easily-transferred cargo type in the same mix determination item and a lot 218 (a cargo 217) or an individual cargo 216 that matches the highly sensitive cargo type.

In this case, in the system according to the present embodiment, the lot 218 or the individual cargo 216 including the cargo 217 corresponding to the easily transferable cargo type and the lot 218 or the individual cargo 216 including the cargo 217 corresponding to the highly sensitive cargo type are separately disposed in the respective conveyance areas (containers) 212 of the different conveyance vehicles (conveyance units) 210 constituting the same vehicle train 200 (or the same vehicle group 300). The separation arrangement is then achieved by the cooperative operation of the conveyor 730 and the robotic arms 740-1 through-16.

A specific example of the method for coping with the above will be described below. Consider a case where a transport vehicle 210 of a T corporation 90 locally transports 610 a hydraulically operated machine and parks in a T corporation vehicle parking lot 736-1 in a terminal 42. Likewise, the transport vehicle 210 of company A92 locally transports 610 the packaged chocolate and parks at company A vehicle parking lot 736-2 within terminal 42. Further, the transportation vehicle 210 of company B94 locally transports 610 the oxidation heat generating body (iron powder or the like), and stops at a vehicle parking lot 736-3 of company B in the terminal 42.

As shown in fig. 6(a), the hydraulic operating machine corresponds to the easily-diverted cargo item TOUT in the mix determination item JITM "odor movement SML". Similarly, the packaged chocolate corresponds to the highly sensitive goods variety TIN, as compared to the mix determination item JITM for both the "movement of smell SML" and the "heat (temperature) transfer HET". Further, the oxidizing/heating element (such as iron powder) is related to the mix determination item JITM "heat (temperature) transfer HET", and corresponds to the easily transferable cargo item TOUT.

A case will be described in which the combination example 2 described in fig. 6 (c) is used for the goods 216 (or the lot 218). That is, the conveying vehicle a _6 parks at the head vehicle parking lot 738-1 in the cargo distribution station 720-2 of the β -th vehicle train in fig. 25. In addition, delivery vehicle B _8 is parked at second delivery vehicle parking lot 738-2. And, conveying vehicle C _10 stops at third conveying vehicle parking lot 738-3.

The hydraulically operated machine mounted on the transport vehicle 210 of the T corporation 90 parked in the T corporation vehicle parking lot 736-1 is moved onto the conveyor 730 by the operation of the robot arm 740-2. The cargo (hydraulically operated machinery) on the conveyor belt 730 moves into the cargo distribution station 720-2 of the beta vehicle queue. Thereafter, the robot arm 740-8 is operated, loaded in the conveying vehicle A _6 parked at the leading vehicle parking lot 738-1. In the transportation area (container) 212 of the transportation vehicle a _6, the cargo 216 (or the lot 218 including the cargo) that does not match the highly sensitive cargo item TIN in the mix determination item JITM of the "moving of odor SML" is mixed.

Similarly, the packaged chocolate loaded in the conveying vehicle 210 of the a corporation 92 parked at the a corporation vehicle parking lot 736-2 is moved onto the conveyor belt 730 by the operation of the robot arm 740-4. The goods (packaged chocolate) on the conveyor belt 730 are loaded into the conveying area (container) 212 of the conveying vehicle B _8 parked in the second conveying vehicle parking lot 738-2 by the action of the robot arm 740-9. Then, the packaged oxidized heat generator loaded in the transport vehicle 210 of the company B94 parked in the company B vehicle parking lot 736-3 is loaded in the transport area (container) 212 of the transport vehicle C _10 parked in the third transport vehicle parking lot 738-3.

As described above, the respective cargos 216 are reloaded onto the conveyor belt 730 from the conveying area (container) 212 of the conveying vehicle (conveying unit) 210 using the robot arms 740-1 to-16. The detailed structure of this portion will be described with reference to fig. 26.

The transport vehicle 242 travels backward as viewed from the direction of the driver's seat 242 and stops at the designated vehicle parking lots 732-1 to-3, 738-1 to-5. After the parking, the cargo bed 750 is opened, and the loaded cargo can be moved by the robot arm 740. Then, the floor in the cargo floor 750 (the floor 754 of the cargo floor in the slide type queue vehicle) moves in the direction of the cargo loading field 734 of the conveying vehicle.

A roller 758 is disposed below the floor 754 of the loading platform in the slide-type train vehicle. When the transport vehicle of the floor 754 of the loading platform in the slide-type train vehicle has moved in the direction of the load placing field 734, the rotary plate 756 disposed at the bottom of the roller part 758 is rotated by 90 degrees, and the plate 760 used as the temporary load placing field is inserted.

A plurality of loads can be efficiently stacked on the floor 754 of the loading platform in the slide-type train vehicle by using the space of the plate 760 used as the temporary loading place and the loading place 734 of the transport vehicle. In addition, when a plurality of loads are stacked on the floor 754 of the loading table in the slide type queue vehicle in advance, only necessary loads can be loaded on the conveyor 730 by using the space for the plate 760 used as the temporary load place and the load place 734 of the transport vehicle.

Further, an information reading unit 742 from a wireless IC tag is provided at the tip of the robot arm 740. When the information reading unit 742 from the wireless IC tag approaches the transportation sheet 530 (fig. 15) with the wireless IC tag for attaching a good, information communication between the transportation sheets 530 is performed by wireless communication or near field wireless communication. Then, by using this information communication, it is possible to automatically manage the reassembly history in the terminal 42 in units of the goods 216 or in units of the lots 218.

In this way, in the system of the present embodiment, a series of processes from the reloading process of the goods 216 and the lot 218 to the history management thereof is automatically processed by the conveyor 730 and the robot 740 (and the information reading unit 742 from the wireless IC tag). In this way, since no (or very few) hands are used in a series of processes, labor costs are saved. As a result, the mixed loading and conveying cost can be greatly reduced.

A method of using the conveyor 730 as an example of the conveying means for the goods 216 (or the lot 218) is described. However, the present invention is not limited to this, and any conveyance unit (for example, a linear motor, a carriage, or the like) may be used.

Further, a method using the robot arm 740 has been described as an example of a local moving unit of the good 216 (or lot 218). However, the present invention is not limited to this, and any mobile unit may be used.

Fig. 27 shows an example of data of the reassembly history 780 for each of the goods 216 units or the batches 218 units automatically managed by the above-described method. The cargo layout (whether another cargo or lot is loaded on the target cargo 216 or the lot 218) in the transportation area (container) 212 is determined by the attribute information and the upper loading availability information in the cargo (or lot) information 770 shown in fig. 27.

Fig. 28 shows an example of the contents of operation management data (including history) 322 of the group vehicle stored in the database 318 managed by the server 310 of the vehicle operation management company.

The operation management data (including history) 322 of the group of vehicles stores the operation history data 350 of the group of vehicles stored in the past. In the operation history data 350 of the group vehicle, the time zone of one day is divided into a, b, c, d, e, and … …. The points C46, D47, and E48 are defined according to the arrangement location where the terminals a42 and B44 are interchanged. The history of the number of vehicle queues passing between the respective points (for example, the C-D space 54) is displayed in a bar chart for each time slot.

Since the reservation frequency varies depending on the season and day of the week, the reservation frequency is divided and graphed by the season and day of the week. Here, the "group classification" is classified for each vehicle queue in which the parameter values (the overtaking acceleration, the total weight, and the like) specific to the vehicle are included in a predetermined range.

An example of a method in which the server 310 of the vehicle operation management company predicts the reservation frequency using the data will be described. For example, the number of reservations in time periods a and B of the E-B interval 58 is set to be extremely low. However, the operation history data 350 of the group vehicle shows a tendency that the occurrence frequency 238 sharply increases in the time zone c. Therefore, the server 310 of the vehicle operation management company can make advance scheduled vehicle scheduling using the demand prediction.

In addition, the various data shown in fig. 28 are stored in the operation management data (including the history) 322 of the group vehicle, not limited to the operation history data 350 of the group vehicle described above.

In the transport service shown in the present embodiment, the cost differs depending on the group type, season, week, time zone, and service mode. Therefore, when a reservation (for example, using the internet) is accepted, the server 310 of the vehicle operation management company refers to the group type, season, week, time zone, and service method charge allocation table 340, and makes a charge reply or a charge request.

The real-time operation management data 360 of the group vehicles in fig. 29 includes vehicle group configuration data 361 regarding an operation plan of a delivery service which is appropriately changed according to a user reservation and real-time operation condition data 366 of each vehicle group indicating a monitoring result of the operation condition.

The vehicle group formation data 361 includes reservation condition management data 362 for each vehicle group and reservation data 363 for an existing set vehicle group other than the vehicle group that does not belong to the current time point.

Further, the above-described real-time running condition data 366 for each vehicle group includes location management data 367 of vehicles in each vehicle group, arrival scheduled time data 368 for each vehicle fleet, vehicle fleet extraction data 369 to delay arrival at a scheduled time equivalent to warning data, other warning information 370, and the like.

While the embodiments of the present invention have been described above, these embodiments are presented as examples and are not intended to limit the scope of the invention. These new embodiments can be implemented in other various forms, and various omissions, substitutions, and changes can be made without departing from the spirit of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalent scope thereof.

Description of the reference numerals

2 instruction vehicles A (master Vehicle), 4 instruction vehicles B, 6 conveying vehicles A, 8 conveying vehicles B, 10 conveying vehicles C, 12 Slave vehicles A (Slave Vehicle), 14 Slave vehicles B, 16 Slave vehicles C, 18 Slave vehicles D, 28 Slave vehicles Z, 30-38 groups of vehicles outside, 42 terminals A, 44 terminals B, 45 terminals C, 46 terminals C, 47 terminals D, 48 points E, 50 trunks (expressways), 52A-C intervals, 54C-D intervals, 56D-E intervals, 58E-B intervals, 62, 64 centers, 70-84 centralized goods fields, 90T companies, 92A companies, 94B companies, 96C companies, 98D companies, 100 servers, 170 points C, 180 points A, 190 points B, 200 Vehicle queues, 202 …, 204 …, B, 206 …, 210 …, 212 …, 214 …, 216, 217 …, 218 …, 220 …, 222-226 …, 238 …, 240 …, 242-246, 246 …, 300 …, 310 …, 312 …, 314 …, 316 …, 318 …, 320 …, 322 …, running management data (including history), 324 …, running management data (including history), 326 …, congestion/accident history data, 328 …, weather information data, etc, 330 … control system for vehicle a, 332 … control system for slave vehicle a, 338 … control system for slave vehicle Z, 340 … group category, cost table for season, week, time zone, service mode, operation history data of 350 … groups of vehicles, real-time operation management data of 360 … groups of vehicles, 361 … vehicle group organization data, 362 … reservation status management data of each vehicle group, 363 … reservation data not belonging to an existing set vehicle group, 366 … real-time operation status data of each vehicle group, 367 … location management data of vehicles in each vehicle group, 368 scheduled arrival time data of each vehicle queue 368 …, data (warning data) for extracting vehicle queue whose arrival at scheduled time is delayed by 369 …, 370 … other warning information (accident occurrence information, congestion occurrence information, etc.), 400 … integrated control unit, 410 … control unit for external display screen, and control unit for vehicle Z, 420 … outside vehicle environment monitoring section, 430 … loading object/passenger state management section, 432-436 … goods, 440 … driving control section, 442 … driving mode control section, 444 … driving section control system, 450 … storage section, 460 … route guidance system, 462 … GPS control section, 464 … display screen control section to driving seat, 470 … communication control section, 490 … guided mode, 502 … handwriting transportation bill produced by end user, 504 … portable terminal (Web screen application), 512 … handwriting transportation OCT reading/electronic bill issuing device, 514 … storage section (databanking), 526 … data record, 528 … print output, 530 … transportation bill with wireless IC tag for goods sticking, 532 … IC tag with wireless communication function, 534 … addressee name and destination address/telephone number, 536 … consignor name and residence/telephone number, 538 … arrival date and time designation column, 542 … item name, 544, two-dimensional bar code, 546 … special note/note, 548 … back side (adhesive side), 550 … transceiver and power supply antenna, 552 … selector, 554 … signal detection unit, 556 … transmission signal sending unit, 558 … power supply unit, 560 … control unit, 562 … signal processing unit, 564 … transmission signal generation unit, 570 … battery, 572 … stable power (constant voltage) supply unit, 580 … storage unit, 582 … temperature and humidity sensor, 584 … odor sensor, 586 … other sensors, 36590,72 power supply line, 600 … center warehouse, 606, 608 … local transporter, 610 … local transport, 612, 614 … cargo collection vehicle, … trunk transport warehouse transport, 632, 636, 648, … dedicated line for taking, … wireless communication, … building, … temporary transport for cargo reloading, … temporary cargo, 706 … vehicle parking lot, 708 … bus parking lot, 712 … entrance, 715 … stop, 718 … exit, 720-1 to-3 … goods distribution station of alpha/beta/gamma queue vehicle, 724 … communication path with opposite direction, 730 … conveyor belt, 732-1 to-3 … T company/A company. A cargo yard of company B, cargo yards of 734-1 to-5 … head vehicles to fifth transport vehicles, parking lots of 736-1 to-3 … T company/company A/company B, parking lots of 738-1 to-5 … head vehicles to fifth transport vehicles, 740-1 to-16 … robot arms, an information reading unit from a wireless IC tag, 750 … cargo floor, … driver seat, floor of cargo floor in 754 … slide type queue vehicle, 756 … rotating plate, 758 … roller unit, … plate used as a temporary cargo yard, 770 … cargo (or lot) information, 780-1, -2 … terminal A/B reassembly history, combination calculation of optimal hybrid vehicles by 800 … AI processing, combination calculation of optimal vehicles in 808 … vehicle queue, calculation of optimal vehicles, and the like, 810 … goods/lot, 812 … delivery document, measurement data (history) from various sensors, 814 … best delivery environment (best value/allowable range), 816 … mixed loading determination of goods variety, 818 … dangerous goods conforming, 820 … driver, 822 … (dangerous goods and the like) processing qualification owner, 824 … character/driving characteristic, 826 … hospitable/unsustainable, 827 … date return request, 828 … limit time period condition, 830 … customer/owner information, 832 … living region characteristic, 834 … request delivery price, 836 … sensitivity to lot/goods attribute, 840 … vehicle (delivery unit) condition, 842 … delivery environment characteristic (flat body and the like), 844 … delivery environment control capability, 846 … past history information, 850 … delivery path/custody, 852 … availability through terrorist region/lot, or not through terrorist region/goods, 853 … information on whether or not to pass through the location where the epidemic disease occurs, 854 … information on the route where the mixed load is carried through 856 … (congestion status/accident occurrence status), 857 … storage locations for the cargos/batches before mixed load, and 858 … transport route before mixed load.

Claims (4)

1. A mixed loading and conveying method for conveying a plurality of loads in a same conveying area,

the mix-in determination item is defined,

a first load matching the easy-to-take-out load type in the mixed loading determination item is placed in a first conveying area and conveyed,

a second load corresponding to the highly sensitive load type in the mix determination item is placed in a second conveyance area and conveyed,

the first conveying unit comprises said first conveying area,

the second conveying unit comprises said second conveying area,

the first conveying area is physically separated from the second conveying area.

2. A mixed loading and conveying method for forming a lot of 1 or more cargoes and conveying the lots in the same conveying area,

the mix-in determination item is defined,

a first lot including a load corresponding to the easily-transferred load type in the mix determination item is placed in a first conveyance area and conveyed,

a second lot including a product matching the highly sensitive product type in the mix determination item is placed in a second conveyance area and conveyed,

the first conveying unit comprises said first conveying area,

the second conveying unit comprises said second conveying area,

the first conveying area is physically separated from the second conveying area.

3. A mixing terminal capable of reloading goods among a plurality of conveying units, wherein, in the mixing terminal,

the mix-in determination item is defined,

a first load matching the easy-to-take-out load type in the mixed loading determination item is placed in a first conveying area and conveyed,

a second load corresponding to the highly sensitive load type in the mix determination item is placed in a second conveyance area and conveyed,

the first conveying unit comprises said first conveying area,

the second conveying unit comprises said second conveying area,

the first conveying area is physically separated from the second conveying area.

4. A mix terminal in which a lot is constituted by 1 or more cargoes and reloading can be performed between a plurality of transport units in units of the lot,

the mix-in determination item is defined,

a first lot including a load corresponding to the easily-transferred load type in the mix determination item is placed in a first conveyance area and conveyed,

a second lot including a product matching the highly sensitive product type in the mix determination item is placed in a second conveyance area and conveyed,

the first conveying unit comprises said first conveying area,

the second conveying unit comprises said second conveying area,

the first conveying area is physically separated from the second conveying area.

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